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PREFACE.
In the navy of Britannia consists her strength, her greatness, and her glory ; it may
therefore seem remarkable that we have never yet had, in the English language, a
treatise on Naval Architecture, calculated to convey, to her sons, a general know-
ledge of the science; especially, as such a treatise has long been a desideratum .
in the British Islands. For, although several works have already been published —
upon the subject, yet they were executed when the art was in its infant state ; and
when its fundamental principles were either misunderstood or very imperfectly
known. :
It is, nevertheless, to be admitted, that the art has, occasionally, at different
periods, attracted the notice, and engrossed the attention, of several characters of |
the first eminence in mathematical literature; particularly on the Continent : it
is, however, no less true, that these authors have, generally, confined their: re-
searches to the theory, leaving the practice, either wholly unnoticed, or but very
imperfectly explained. In both, they seem to have been, with an individual ex-
- ception *, equally unsuccessful. | |
--
The writers of our own country, few in number, have, on the other hand, con-
fined themselves to the practice, leaving the theory, then imperfectly under-
stood, either totally unnoticed, or, at least, erroneously described.
. ‘ he oat
Of the writers on the subject, both in our own and foreign countries, the general
observation has been, either, that they have treated the subject in too scholastic,
or in too superficial a manner; that they have treated of it partially, rather than
* The illustrious Chapman, of Sweden, whose works, if translated, would, however, be of little value in
this country ; since they are not to be understood without a previous acquaintance with the higher branches
of the mathematics, of which very little is known among our artists.
iv PREFACE.
generally ; and that their more ingenious disquisitions have been calculated rather
to amuse than to instruct; and, sometimes, to mislead rather than to inform.
These considerations led to the projection of the present work: a work, which,
we trust, will be found to develope, in the plainest and most familiar manner, all
the rudiments of Naval Architecture ; together with such a collection of interest-
ing information, relative to the different subjects immediately connected with the
science, as have never before appeared.
It has been in a progressive state for some years; and the result, at the close of
this protracted period, is before our country ; comprehending, with the Elements
and Practice of Rigging and Seamanship, executed in one uniform style, a com-
plete circle of all those sciences, connected with the building, rigging, and work-
ing of a ship.
Some years have now elapsed, since, after an arduous labour of several preced-
ing years, the public was presented with the “‘ Elements and Practice of Rigging
and Seamanship,” above mentioned, in two volumes, quarto; a work, whose prac-
tical and extensive utility has since been generally acknowledged by all the nauti-
cal world ; throughout which it speedily obtained a rapid and general circu-
Jation.
The encouragement thus given to that work, immediately after its first appear-
ance, united with our foregoing considerations, induced my late father and my-
self to extend our views to the execution of this.
The objects which impeded the completion of the former work have been dis-
tinctly stated in its preface. In that preface, my late respected father, its foster-
parent, explained the means which he employed to perfect it in all the branches
of the various subjects which itembraces. ‘The same means, the same care, in-
dustry, and attention, have been employed for the completion of the present
work.
‘© Actual workmen in the different branches have been necessarily consulted ;
“and their differing methods required comparison by others, in order that the
“ correct principles might be established, and the best practice explained. The
« disinclination of many to be openin their communications, from the possession
PREFACE. ¥
“< of supposed secrets, has often opposed its advancement, and often chilled the
** ardour of our perseverance.” For several successive years, as they elapsed, our
difficulties seemed to increase ; but, with those difficulties, there arose the greater
necessity for the result of our labours: and this circumstance operated as an ad-
ditional stimulus to our diligence.
It is well-known that the number of our draughtsmen is rapidly diminishing ;
and few are rising to supply the vacancy. May we not then be permitted to in-
dulge a reasonable hope, that our work, thus rendered doubly necessary, will be
the means, in great measure, of supplying the deficiency ; and of preserving one
of the most important arts of our country from deterioration? Nay, farther, that
the means of improving the Navy of Great Britain, together with her commercial
advantages, will be considerably increased by our labours.
The Work is divided into'T'wo Books, of which the First comprizes an explana-
tion of Terms, and of the first elementary and theoretic principles: the Second
is entirely practical, and comprehends the Rules for the construction of all the
different classes of Shipping, with the Tables of Dimensions, &c.
The treatise commences with an explanation of the Terms, and of some ele-
mentary principles essentially requisite to be understood by the young artist
before he proceeds to the subsequent part of the work. ‘These will be found by
far more copious and numerous than in any former publication: for, of the
phrases strictly confined to ship-building, many, very many, have hitherto passed
unnoticed by all preceding writers ; and even many of those which have been
noticed, have been so superficially explained as to convey but a very imperfect
idea of their real import. It has been our study to supply this defect: nor have
we confined ourselves within the narrow limits by which the subject would appear
to be circumscribed. We have given every technical term made use of in the
course of the work with which it is possible that the young beginner may be
unacquainted. Hence a number of those which properly appertain to the sci-
ences of geometry, hydrostatics, and mechanics, may be found; as they are
occasionally referred to in the course of the treatise, and as the insertion of them
may save the reader the trouble of referring to different books.
In the second chapter, of the first book, we treat of fluids and their action on
solid bodies, as investigated by actual experiment.—This division of the subject
al PREFACE.
commences with a brief explanation of the nature of fluids, and of the general
principles of hydrostatics, preparatory to a description of the Experiments which
have been made, both in England and France, for the determination of the resist-
ance of floating bodies. Then follows a description of those experiments; with
general observations on vessels calculated to sail with great velocity, including,.as
an experimented body, a description of the Flying Proa of the Ladrone Islands.
‘In this Chapter will be found a full and precise account of the series of Expe-
riments made, a few years since, under the direction of the patriotic Society imsti- _
tuted at London for the Improvement of Naval Architecture, for the purpose of
ascertaining the quantity, means, and causes of resistance, of all the variety of
floating bodies. We have been the more particular in giving the detail of these
experiments, inasmuch as they must, although so recently made, be ever consi-
dered as the origin of the true theory of ship-building, and as the incontrovertible
mean of confuting those specious, but fallacious reasonings, which had so long
deceived the constructors of shipping, and so long.retarded the progress and per-
fection of the science.
The mode of arrangement which we have adopted in this section will, we trust,
be found particularly clear and satisfactory. The result of all the experiments
will be found comprized on a single page, and the figures of the bodies on a sin-
gle plate; thereby illustrative of each other.
The Experiments of Charles Gore, Esq. and the other experiments which fol-
low, in the same chapter, may be considered as of the first importance in eluci-
dating the best forms of vessels in general, and especially of those which are more —
particularly adapted to velocity. In both these and the former experiments, the
great necessity of attending to the peculiar figure’ or conformation both of the
head and stern of every vessel, together with the true position of the midship-
bend, miay be clearly seen. By these also, the advantages and disadvantages of
a certain degree of leanness or fullness, in any part of a ship’s body, are clearly
pointed out and established. |
We next proceed to the application of those principles in the construction of
Shipping ; and, in Chap. III. it will be found that we have pointed out the best
methods of imparting to vessels of every description those peculiar qualities
which it is most desirable for them respectively to possess. The means of form-
PREFACE. Vil
ing them, so as to obtain the figure best adapted to velocity, having been explained
in the preceding chapter, we here, after premising some necessary definitions,
particularly applicable to this part of the subject, shew how a ship should be
formed so as to possess a sufficient degree of stability or stiffness, the first grand
quality required in every vessel destined to traverse the ocean; we then proceed
to shew how all the other qualities contributive to a vessel’s excellency are to be
obtained, and how far the qualities subversive of each other can be practically
combined.
In this Chapter we have incorporated a. very valuable paper on the construction
of ships, written by Sir George Shee, Bart. Member of the Royal Irish Academy.
The intrinsic value of the observations contained in this paper will be obvious;
since they correspond in principle with the most accurate experiments, and accord
with the opinions of the best-informed judges of the subject.
To the foregoing have been added a few remarks on the formation of merchant-
shipping, by the late ingenious Mr. W. Hutchinson; which may, probably, be
found useful to those who more particularly desire to be accurately acquainted
with that branch of the art.
The leading design of this chapter, in the developement of principle, is still
farther continued in the Explanation of the particular advantages of vessels con-
structed with sliding keels, and other Improvements, introduced by John Schank,
Esq. Captain in the Royal Navy, &c. The knowledge of these advantages has
been so fully confirmed by experience, as to require but little of our commenda-
tion. We are aware that some objections have been made to the practice of this
very useful invention ; but, as the principle is manifestly of great utility, we hope
to see it continued, improved, and extended.
_ The remarks which follow, on the different classes of British shipping, will be
found at once to exemplify the principles before laid down, and to point out the
prevailing excellencies and defects in the various descriptions of vessels apper-
taining to Great Britain, both in the Royal Navy and in the Merchant-service.
Here will also be found a particular description of Boats, including the Life-Boat,
the invaluable invention of Mr. Greathead, of South Shields; together with a
description of the new sloops of war on the construction lately invented by Samuel
».¢ PREFACE.
objectionable. In order to render these observations more generally useful and
acceptable, we have pointed out those parts wherein the knowledge and judge-
ment of the ingenious author appear to have been defective ; and have taken the
liberty to subjoin such notes as seemed requisite to correct all those pa which
bear the semblance of prejudice or misinformation.
The explanation of Mr. Seppings’s new and very superior method of docking
ships, having never before es in print, will prove, we doubt not, extremely
acceptable.
The remarks upon a ship’s hogging, and the methods of prevention ; the papers
on the means of recovering foundered and stranded ships, with the description of
the machines for driving and drawing ships’ bolts; formed necessary parts of our
plan, in order to comprehend all the useful information which could tend to
increase the utility and value of the work.
The concluding section comprizes observations upon timber, with rules for its
admeasurement, and for its’: conversion into the different figures which enter into
the composition of a ship, together with tables of its value at the time our ma-
nuscript was sent to press. This section, we presume, will, therefore, be found of
considerable value to many persons: employed in the purveying of timber for
ship-building, and of all who desire to become acquainted with the most correct
rules for its admeasurement and conversion.
The Tables of the Dimensions of ships’ bodies, which follow, are far more
copious and complete than any other that have heretofore appeared ; and they
consist entirely of the dimensions of those ships, which, upon trial, have merited
a decided preference.
Lastly, the Tables of the Dimensions and Scantlings of Ships and Vessels of
every class, which are placed at the end of the volume, for the greater conveni-
ence of reference, belong to the ships above-mentioned. ‘These tables are accom-
panied with such directions as are necessary to the practical explanation of them,
and they will be found of high utility and value, as their accuracy may be relied
on. Nor are they confined merely to the dimensions and scantlings, but comprize
also the weight of all the iron work, &c. generally used, and of which no account
has ever hitherto been communicated to the public.
PREFACE. Xl
These tables alone occupied, for a considerable period, the time and attention
of several persons who devoted to them the fruits of a long experience: they will
consequently be found particularly valuable to the ship-builder, in the formation
of his estimates, which may, by their means, be inemputed to an unexampled
degree of nicety. )
Annexed to the Tables is the Form of a Contract entered into by a merchant-
builder, for building a ship of war for the Royal Navy; including the dimensions
of the new brigs of war, built on the improved construction of the year 1804.
To the latter is subjoined a complete Index to the Tables, by means of which
the Reader may instantly refer to any particular contained therein. This index
will be found to facilitate, very considerably, the construction of any draught or
plan from the given dimensions.
The Draughts and Engravings which illustrate the whole have been drawn and
engraved with the utmost care; and form a collection, which will be found,
especially to the younger artists, of the highest consequence and value; since
they are those of ships and vessels which stand in the very first rank in their
respective classes. 'l'hey are such, we may venture to say, as, collectively, are
not to be met with in any private assemblage of draughts in this country, nor,
perhaps, to be equalled in the world.
In this one work, therefore, may be found all that can be required by the
novice, for his instruction, and by the adept, for his practice, in this important
art. As our theory is not that of doubtful speculation, but of absolute experi-
ment, its principles are incontrovertible. Our practice is that of the most
experienced and best informed artists of these kingdoms, hitherto unrivalled
in the practical construction of ships. We rejoice that it can no longer be said
with truth, that “‘ there are no fixed and positive principles established by
demonstration and confirmed by use ;” or, “ that there is hardly a rule sanctified
by common consent:” since, as we trust, the reverse will appear to be the case
in the present Treatise.
The unremitted assiduity of those professional Gentlemen, to whom I gratefully
acknowledge myself indebted for their assistance, combined with my own exer-
tions, have at length matured the following sheets, and accomplished the object
Xll PREFACE.
of our enterprise. It 1s now submitted to the inspection of a liberal and discri-
minating Public; and I trust, that the expense and care, of which every part affords
conspicuous proofs, will justify us from the imputation of presumption, in await-
ing, with some degree of confidence, the patronage of all who are anxious for the
advancement of a science, so highly contributory to the exaltation of the national
influence and prosperity.
Should its circulation prove these expectations to be founded on the solid basis
of meritorious accomplishment, the exertions of diligent research and laborious
application will have met with an honourable and ample recompense.
DAVID STEEL.
CONTENTS.
BOOK THE FIRST.
EXPLAINING THE FIRST ELEMENTARY AND THEORETIC PRINCIPLES.
CHAPTER Tf.
AN EXPLANATION OF THE TERMS AND OF SOME ELEMENTARY PRINCIPLES REQUISITE TO BE ay
UNDERSTOOD IN THE THEORY AND PRACTICE OF SHIPBUILDING. oicclise were-cocsencenosves cose cevcce.e corms ob
CHAPTER II.
OF FLUIDS AND THEIR ACTION ON FLOATING BODIES, AS INVESTIGATED BY ACTUAL EX-
ha EYVG ds opise ha 95h) 25505505 « pop wimins Mus 0.00 52 Secleion DUAR Gd «celtic ada phase vidnoicaslbe Undes vite vigtas 45 0rexesashapn dsp rns PES CaaeOgh site
§ 4.Of the Nature‘and: Action of ‘Fluids in general..........:.cccisscsssesssceccessevecscossecgesscecerssssonssecsaceeseesees Wien pinta de> 17
§ 2. Of the Resistance of Fluids ................ OO nee eed Oe AAO Se teckeeten cok due Besa ett arte cea ke touna oleae sdteeorns 84
§ 3. Experiments which have been made for determining the Resistance, &c. of Floating Bodies............. ia «Mason 88.
§ 4. Of the Motion of Fluids operating on Floating Bodies...........scsssescssssescessseseesee: ecsseeeeseaneenseeensensesaneneaes eases 1105 -
§ 5. General Observations on Vessels calculated to sail with great Velocity ; including a Description of the-Flying
Proa of the Ladrone Islands...............s00000 NL Te MIRE Ne dSlasotukcadeetobetseadtbalossberdiaebieom sales dpe 11S
CHAPTER III.
ON THE FIGURE AND-CONSTRUCTION OF SHIPS AND VESSELS IN GENERAL, AND ON THE
MEANS OF GIVING THEM THE MOST DESIRABLE. QUALITIES: WITH REMARKS ON THE
ee EeIA SIT 25 “OP “DAT EIOL OELIPEENG....coxeysssscedencscaneyacess Scansocevssavesbapeyeretccecousvsorgesatdescoeucéseeee 12k
Se NIEENET ROBES TMULGTIE: o>, t None te ts tehas verses cone eee serene eoRATRR a eee TEP ED aanndeesuseaten rol derervebccbe.corvgdatess euRdvense duane 12h
§ 2. Definitionsand Explanatory Remarks on the Motion of Vessels, 82C.......ss0000 sesscscseseseessestesenceneeteeensusaneseans 128:
ean tee stability or. Stiffmedsio£ Ships; Weems, ...5icdgsvsces ccscsass waaebeced cosas ebeskécecpasaandsin svee sapedeaanid<Wibishoalas oxthoalpn 134
§ 4. To form a Ship so as to steer well, and quickly answer her Helmu........ssscsssessesesseesrecesnencenseessesearensanenasesees 141
§ 5. To forma Ship with such Capacity as to carry her Guns well above the Water,. wu... Ladighsalvounesis onsp sey vo. 142°
Beet o.tne Form best adapted ta go smoothly: .cic....00:secsnnssssnessUnscadecsanmacdepsssdeosaicasboubessdisesoersssatens biheaihovamecoge 142:
§ 7. On the Form best calculated to.hold-a good Wind, &C..cse..ss0e Susp oildeaeebbibadechgiadca’ Cates aDiededs okedeior dab back oaks rake 143:
-§ 8. Observations on the whole of the Particulars described in the foregoing Sections, and on the proportioning of
Benen emcdiesiaeeneral 25. ste ee ihe Ls, tia A all i padinontanne Dae dere jimbo ener <44-ne 143:
§ 9. Observations on the Construction of Ships. By Sir Geo. Shee; Bart. M.R.LA.. es Peet eae mee: lg EE
§ 10. Remarks on the Formation of Merchant Shipping in particular. By “Mr. iw idians Ga thlirmaii 6) eee 153)
.§ 11. Of the particular Advantages of Vessels constructed with sliding Keels, and other Improvements, introduced
by John Schank, Esq..a Captain .in the Royal Navy, &Cos...:sssssorrsosccenseessrsuannnenstensssonagserasseusegaeneeseevones 158
§ 12. Remarks on the different Classes of British Shipping, including Boats, &c. especially on thoseof whigh.
othe; Draughts or Particularsarecgivensin: this Wowk, ..essssccgssesveossscssnpeennssceovcsssssansransoacesgeasooesscnasengssasezes- 1'T5i
XIV
CONTENTS.
BOOK THE SECOND.
CONTAINING THE PRACTICAL RULES FOR THE CONSTRUCTION OF SHIPS
AND VESSELS; WITH ALL THE REQUISITE TABLES, &c.
CHAPTER I.
s Page
GENERAL OBSERVATIONS AND DEFINITIONS...........cceseesee Assceassuvecdvansivcoodvettastees assess +e ceneustiyimnannn—nn 187
CHAPTER IT.
PRACTICAL METHODS OF FINDING THE GRAVITY, DISPLACEMENT, AND TONNAGE, OF A
VESSEL; INCLUDING THE CENTRES OF GRAVITY AND DiSPLACEMENT; WITH THE POINT”
OF STABILITY: OR META-CEN PR Fe irc temps. 2sicsvnss angen seeasenges ceveeesens oes, csebelentivencesnsneseeeesdeng qian ine eqn 192
§ 1. Explanatory Remarks on the Centre of Gravity, and the Means of finding it in different Figures.................. 192
§ 2. Of the Gravity, Displacement, and Tonnage of 'a Ship, 8¢¢......00...ss0sce. = oo ssssencessevaqieosseseree cesta nae naan 194
§ 3. Of finding the Tonnage or Burthen of Ships, Bec... Ny CAs. ...00s + ssccecssacseosesesesocnsensa tess cette ann 209
§ 4. Methods of finding the Centres of Displacement and Gravity.......c..csssee ssessseoescess coscsnsaencessensuees septeueesensns 220
§ 5. Of the Determination of the Point of Stability or Meta-centre; ....05...5..sesccosaseoscene etensees puesset tenn eneeneemnS i290
CHAPTER ITI.
INSTRUCTIONS FOR DELINEATING THE SEVERAL DRAUGHTS AND PLANS OF A SHIP................. 234
§ 1. General Observations on the Proportional Dimensions, &c. preparatory to the Construction of a Draught..... 234
§ 2, Of the Construction of the Sheer-draught of the Eighty Gun Ship, from the given Dimensions.........c...:.0.. 242
§ 3. Of constructing the Body and Half-breadth Plans, with farther Observations on the Sheer-draught............... 253
§ 4. An Explanation of the Nature and Use of the Diagonal Lines in the Body-plan..... ..ccssessesseeseessseseneenecenees 263
§ 5. Additional Observations on the Rising Line in general -...+.....cseecsceessanescerensdessesssovee> (adsheauesWRtihes Snnnte eipaneds 265
§ 6
m
-1
. Instructions for delineating the Disposition of all the Timbers composing the Frame, likewise for expanding
the Bottom and Topside, by which the Length, Breadth, and Number, ofall the Planks may be known, &c. 266
. Instructions for delineating the Inboard Works of the Eighty Gan Ship; with Observations on the Inboard
Works of Ships in general............ sattneeeeeveeaneesees wie osenaease verthooes capeses oonacensovanins sitine®iesgmtNas atta sa -¢ 216
. Instructions for delineating Plans of the Decks, 820....:..5..p:,creseaccacsecwessasscesssveesccesseeues eens e sinatsnsatEan nnn nnn 282
CHAPTER IV.
EXPLANATION OF THE METHODS OF LAYING OFF ALL PARTS OF A SHIP ON THE MOULD-
LO
FT
MAMA MONANMM MN
ooaIaner mp6
—
o
mmm
aa
oto
FLOOR, PREPARATORY TO THE ACTUAL CONSTRUCTION OR BUILDING ...........
. Of laying down tbe Sheer, Half-breadth and Body-plans
Ghcsieoede BOT
pWlegeased covpeveeces tae shecleddalehtea gue sgts steoleds se vlehtitatel aim etan ale tne mans 287
. Of the Moulds necessary to be made from the Parts which are already laid COWD.........cccccceseseeeesconenees a 300
. To take the Bevellfings of the Timbers in the Square Body. 0c. nc....theels. Wack s stat UR ik Alanon donee RR 309
. The Nature and Use of*the Cant-timbers, with the Methods of laying them down by Water Lines............. 312
«To bevel the -Cant-timbers by. Water, Line€s),......secccsessoassewadesoomeee 6 odaa sabe dee AREER Uedds De AUG, Seana
. Of laying down the Cant-timbers by the Horizontal Ribband Lines... .....ccceeecseeccseneeceeeeneeeeeseens ee ees ps 315
. To lay down and take the Bevellings of the Cant-timbers by the Horizontal Ribbands.........c.::cc:cssee esses » glk
. Of the Utility of the Transoms, with the Manner of laying them COwN........csccscssee seeseceressseceaseceeaeereatennay ces 319
. Of taking the Bevellings of the Transoms.isc. .icel.b.isteececs.s-sstbescoscboe SubauceteeelellUhwn eld gctede beds iuale tsa nam aman 322
. To lay off the Transoms when cantéd 0.1. 21a cUib gatas teehee ccnsacecaweckeedeonds 1 LAGE. 2) AS AT ee 324
. "To bevel the’ Transoms when: canted si 22hase Qi0. inde) 2s STs coe geaede bar evok caeneaNO aad \ cb gos Sanat ln 327
--Of laying off the Square ‘Tuck ,...:...iivisvesedldncsnassdiges onbebouth seians ott Sbadeeeneans duncan LeU 329
. To lay down and take the Bevellings of the Hawse-pieces, by Horizontal Lines..........ss:066 sssseessseeenees oegebo dae 335
. Of laying down and beyelling the Hawse-pieces when they are required to be sided less at the Heels........ © 337
CONTENTS. KV
Page
€ 15. To lay down and bevel the Hawse-pieces by Horizontal Lines, or the Horizontal Ribbands when canted..........++: 340
§ 16. Of the Nature and Use of the. Harpins, with the various Methods _of laying them off and taking the Bevellings ...... 843
$47. Of laying down the several Parts of the Head <2... ..ccccccccccncccscvenrceccestssanseseseveeeepesenssssenscenes 347
§ 18. Of laying down the several Parts of the Stern........ bide die bid ote Ub badd lnm. dele views olla bis dilepcedeeee doles sFooees 354
CHAPTER V.
OF THE METHOD OF CONSTRUCTION CALLED WHOLE MOULDING .......cesececeerees eeeeeee oe etepcssece «+ 369
, CHAPTER VL
. PRACTICAL DIRECTIONS FOR THE ACTUAL BUILDING, PROGRESSIVELY ARRANGED...........c00s06 vee 373
' PeeIRECHIOUS TOF LE VATIONS PArts Of Te SNIP... ci pe eVeccteceewveccectdccccvavesusevcucceterssidessd¥eeureedddons 373
peemeerreccions tor making Capstais andl Windlassed....0 0. seers secceeBensccscce susee stew tsWadeuvebdaheccdavccashons 388
§ 3. Description of a Launch and Explanation of the Method of Launching... 2.0.0.0... eee ce eect ence cece eee eeeeeees 394
§ 4. Of the Fire Ship and Bomb Vessel..........csccccrecesceteccececerccasetssresssseeessenssseseeetesseees suwhees 397
CHAPTER *V It.
MISCELLANEOUS OBSERVATIONS ON IMPROVEMENTS AND PROJFCTED IMPROVEMENTS; INCLUDING
SOME INSTRUCTIONS AND REMARKS UPON SUBJECTS IMMEDIATELY CONNECTED WITH NAVAL
ARCHITECTURE ........ Gee baqadk ?. axis. tian acntency TEATS toe eae Fh eine Ups < pieenacdoweshde + ode aaahencadieb serge 399
§ 1. Explanation of a new Method proposed for the framing of Ships, and of the best Mode of adopting Iron Fastenings in
Se NMUPMTICTL AL U5 ts. s Ws g saat BE CC EMTs sem HN ~ 5g BBE bs ities vidinv oh nel tHal enc Fe adiein acca ae BGs 5 capers 399
§ 2. Observations on the Mode of improving the Navy; as addressed, in the Year 1796, to the Court of Directors of the
Honourable East-India Company, by the late Gabriel Snodgrass, Esq...........0000 05 Auch? ideas ex 92.4 aoe 400
§ 3. Explanation of Mr. Seppings’s new Method of Docking Ships. ....eseeecscevcenveceecseescuvsccecscacncenesse ees 409
§ 4. Some Remarks upon a Ship’s Hogging, and the Means of Prevention .-..secseseeeeeseeeecseeerecceees 4A shale 0s ihe’ 410
-§ 5. On the Means of recovering foundered and stranded Ships .e.esseeeevseeeseeeseeeseseees Ms aia gh EEE ae 4it
§ 6. Description of Machines for driving and drawing Ships’ Bolts, &C..-+++seceeeeeeeececesceeeccceccscevewessces seed 415
§ 7. Observations upon Timber, with Rules for its Admeasurement and Conversion, NC, ....ceseeeseeeeseeceees yeah as 419
a GESTS) VAI wicreie’o s wv clciennay adie PCE re ee Sa eee he a ee Pict Risssie.e nin Reco Maks ocsldl teal julie «tees wlnsase 425
TABLES FOR FORMING THE BODIES OF SHIPS AND VESSELS OF EACH CLASS .................. ae ats 1 to 2Y
TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS OF SHIPS AND VESSELS OF EACH CLASS,
accompanied with such Directions as are necessary to the practical Explanation of them.....s.ssee. ce eeeeee ease Foliol té LVI
FORM OF A CONTRACT, entered into by a Merchant Shipbuilder, for the building of a Ship of War, for the Royal Navy;
including the Dimensions of the Raven, Brig of War, built in the Year 1804 .......... od Ween ote Hao Piait Vs tte neh ch. ss, dco. lix
ANDEX TO THE TABLES of Dimensions and Scantlings.......++.scecseeeeeeeerceeeeseeenesens HY, Pee xe thee eeecceeseees Ixix,
s
4 . ‘ENGRAVINGS.
‘THE smaller Engravings, exclusive of the Frontispiece, are distinguished by Letters of the Alphabet, from A to I, and are plaéed at
the End of the Volume, These consist of
A.—Method of describing an Arch of large Radius; and Definitions which relate to the Circle.
B.—Cone and Conic Sections,
C.—Figures of Crabs and of an improved Capstan.
D. —Representation of the Conductors, and Bodies used, in 1 the Experiments made by Order of the Society for the Improvement of
Naval Architecture.
E.—Figures of other Bodies made Use of for the Determination of Resistance.
F.—Representation of a Flying Proa.
G.—Experiments on the Sti ubility of Bodies of different Figures.
Hi.—Method of forming a Seale of Solidity or Tonnage, &c.
1.—Machines for driving and drawing of Ships’ Bolts.
xvi
XXI.
XXII.
XXIIL.
XXIV.
XXV.
XXVI.
XXVII.
XXVIII.
XXI[X
XXX.
XXXI.
XXXII,
XXXII.
XXXIV.
XXXV.
XXXVI.
XXXVII.
XXXVIII.
XXXIX.
CONTENTS.
THE LARGER DRAUGHTS ARE AS FOLLOW.
Sheer-draught, Half-breadth and Body Plans, of a Ship of Eighty Guns, upon two Decks.
Disposition of the Frame of the Eighty-gun Ship.
The Planking expanded of the Eighty-gun Ship.
The Inboard Works of the Eighty-gan Ship.
Plans of the Gun-Deck and Orlop of the Eighty-gun Ship.
Plans of the Upper Deck, Quarter Deck, and Forecastle, of the Fighty-gun Ship.
All the foregoing Plans are upon the same Scale as the Sheer-Draught, &c.
Plans of the Main Jear Capstan of an Eighty-gun Ship, and of the Windlass, &c. of a Ship of from 400 to 500 Tons.
Midship Sections of a Seventy-four-gun Ship and a Frigate; with an improved Method of framing the Timbers, and the best
Method of applying Iron Fastenings in the Construction. Including, also, Mr. Seppings’s Plan for Docking Ships.
Sheer-draught, Half-breadth and Body Plans, of a Forty-gun Frigate; with Cradle, &c., complete for launching.
A Sloop of War, of the latest Construction.
Sheer-draught, Half-breadth Plan, Body-Plan, and Plan of Bulkheads, of the Dart and Arrow, Sloops of War, on the
Construction invented by Samuel Bentham, Esq., Inspector General of His Majesty’s Naval Works.
Sheer-draught, Half-breadth and Body Plans, of the Brigs of War, of 18 Guns, constructed in the Year 1804.
Inboard Works of the same.
Plans of the Deck, Lower Deck, and Platforms, of the same.
Sheer-dranght, Half-breadth and Body Plans, of His Majesty’s Yacht the “ Royal Sovereign,” launched in 1804. :
Sheer-draught, &c. of the Yacht built for the Prince Royal of Denmark.
Plans and Section of the Interior of a Fire Ship.
Plans and Section of a Bomb Vessel.
A Cutter, upon a new Construction; with the Mode of fitting Sliding Keels.
Sheer-draught, Half-breadth and Body Plans, of an East-Indiaman of 1,257 Tons.
Sheer-draught, Half-breadth and Body Plans, of a Merchant Ship of 544 Tons,
A Brig Collier, of improved Construction, burthen 170 Tons,
A Virginia-built Boat, of 158 Tons, fitted for a Privateer.
A fast-sailing Schooner of Bermuda, burthen 83 Tons.
A Virginian Pilot Boat, of 53 Tons.
A Berwick Smack on the improved Construction.
A London Trader of 60 Tons, particularly distinguished for her Capacity and Velocity.
A Southampton Hoy, of 13 Tons, admired for the same Qualities.
The Long Boat of an Eighty-gun Ship, shewing the Nature of Construction by whole Moulding,
A Man-of-War’s Launch, Pinnace, Cutter, and Yawl.
A Large Wherry, the New Life Boat, a Whale Boat, a Poser Gig or Swift Rowing Boat.
Lavine orr, Plate 1. Fore Body and Moulds.
. After Body.
. Fore and after Cant Bodies.
. Transoms.
. Square Tuck and Round-aft Tuck.
. Hawse Pieces.
. Harpins and several Parts of the Head and Stern.
Apprrionat DravGut, containing the Plans, Elevations, and Sections, of the new Methods of fitting the Store-rooms,
&c., between the Gun-deck and Orlop of Ships of the Line, &c.
eee nt Peeereeeee &
eeereeeees oe eteere
eeerreeeeeeeeasene
ee ee oe
eae reeeroseseorree
ee
*,* The Plates of Laying-off are all on the same Scale as the Draughts above mentioned of the Eighty-gun Ship.
Sigs
THE
ELEMENTS AND PRACTICE
OF
ae ATS YR OHRETE CT URE:
BOOK THE FIRST.
EXPLAINING THE FIRST ELEMENTARY AND THEORETIC PRINCIPLES.
CHAPTER I.
AN EXPLANATION OF THE TERMS, AND OF SOME ELEMENTARY PRINCIPLES, REQUISITE TO BE UNDER-
STOOD IN THE THEORY AND PRACTICE OF SHIP-BUILDING.
Aart. The hinder part of a ship, or toward the stern.
ABOARD. Within, or upon, a ship.
ABREAST. Alongside of, or opposite to; as in the case of two or more ships lying with their
sides parallel, and their heads equally advanced. With regard to objects within the ship, this
term implies on a line parallel with the beam, or at right angles with the ship’s length; as ‘* the
Fenpers should be placed abreast, or by the side of, the main hatchway.”
ABSCISSE. See Conic Sections. —
ACUTE ANGLE. See Anete. This sort of angle upon wood, &c. is by shipwrights denomi-
nated an under bevelling. See’ Brvenuna. See also Circle, Fig.2. Plate A.
_AFLOAT. Borne up by, or floating in, the water. 3
AFORE. The fore part ofa ship, or toward the stem.
AFT. Towards, or near, the stern.
AFTER-BODY. That part of a ship’s body abaft the midships or dead-flat. (See Bopirs.)
This term is more particularly used in expressing the figure or shape of that part of the ship. See
Body Plan, Plate 1.
AFTER Parr or rae Suir. All-that part towards the stern, from the pEap-rLaT, or
B
2g EXPLANATION OF TERMS, &C. USED IN” SHIP-BUILDING. [Boox I.
broadest part of the ship. Or, with regard to the respective position of things placed in the direc-
tion of the ship’s length, the term Arrer denotes that which is nearest to the stern.
AFTER TIMBERS. All those timbers abaft the mipsuips or DEAD FLAT.
AHEAD. Any thing, which is situated on that point of the compass to which a ship’s stem is
directed, is said to be ahead of her. Objects on board are said to be taken ahead when removed
towards the stem.
AIR FUNNEL. <A cavity framed between the sides of some timbers, to admit fresh air into
the ship, and convey the foul air out of it. See Disposition, Plate 3.
AMIDSHIPS. In midships, or in the middle of the ship, either with regard to her length or
breadth. Hence that timber or frame which has the greatest breadth and capacity in the ship
is denominated the midship bend. See Drav-Fuiat. See also Sheer Draught, Plate 1.
ANCHOR.» The instrument of iron, &c. used, by means of a cable, to retain the ship in her
station.
ANCHOR-LINING. The short pieces of plank, or of board, fastened to the sides of the
ship, or to stantions under the fore channel, to prevent the bill of the anchor from wounding the
ship’s side, when fishing the anchor. See Sheer Draught, Plate 1.
To ANCHOR STOCK. To work planks in a manner resembling the stocks of anchors, by
fashioning them in a tapering form from the middle, and working or fixing them over each other,
so that the broad or middle part of one plank shall be immediately above or below the butts or
ends of two others. ‘This method, as it occasions a great consumption of wood, is only used
where particular strength is required, as in the SpirKETTINes under ports, &c.
AN-END. The position of any mast, &c. when erected perpendicularly on the deck. The top-
masts are said to be aN-ENp. when they are hoisted up to their usual stations. This is also. a
common phrase for expressing the driving of any thing in the direction of its length, as to force
one plank, &c. to meet the butt of another.
ANGLE. A corner or point where two lines or two planes meet ; as
the lines AB and CB.
An Angle is sometimes denoted by the single letter placed at: the angular
point, as B, or by three letters, of which that in.the middle denotes the angle, —
as ABC. They are measured by the arch of.a circle described from the: |
centre with any radius, and are said te be: greater or Jess according to the length of the arc con-
tained between the legs or sides. Ifan angle contains exactly 90 degrees, (the one-fourth of the
number of degrees in which every circle is supposed to be divided;) it is formed by one line per-
pendicular to another, and is called.a Rreut Anerz, as ABC or ABD. — If containing more than
90 degrees, it is said to be an OntuseE-ancie, as CBE. ‘If less than 90 degrees, an ACUTE-ANGLE,
as DBE. An Os iqvn-aNGLE is a common name for any angle that is nota. ei one, whether
acute or obtuse. See Circle, Plate A. | +3
Ancie of ‘Drrection.” That angle which is Ce eee between the’ lines of direction
of two conspiring forces; as of wint) and tide:
Aneie of Exevation. That angle which is comprehended between a line of direction and
Cuap. 1.) EXPLANATION OF TERMS, .&C, USED IN ‘SHIP-BUILDING. 3
anyplane on which the projection is supposed to be made ; as the angle formed by the direction
of ‘the bowsprit with the plane of the horizon.
Anexr of Incipence. The angle made with the line of direction, by an impinging body,
at the point of impact; as that formed by the direction of the wind upon the:sails, or of the
water upon the-rudder, ofa ship. See Impursion. Se also Fig. 2. Plate A.
Anete of Ostiauity. See Imputsion. |
APRON. <A kind of false or inner stem, fayed on the aftside of the stem, from the head
down to the dead-wood, in order to strengthen it. It is immediately above the foremost end of
the keel, and conforms exactly to the shape of the stem, so that the convexity of one applied to
the concavity of the other forms one solid piece, which adds strength to the stem, and more firmly
connects it'with the keel. See Inboard Works, Plate 4.
ARCH. Any part of the circumference of a. circle. But, although in Geometry an arc is
generally so considered, yet, in Mechanics, or building, this term is applied. to any regular curve,
whether circular or elliptical, either for support or for ornament. Thus the beams of a ship, that
support the decks and expand the sides, are said to be arched, or curved upwards, in their greatest
length, equal to the round-up given in the Tables of Dimensions. And, asthe beams are arches
of circles, which cannot, from the great length of their radii, be struck from a centre, here follows
the most correct way of obtaining that arch or round-up to which the beam-mold must be made.
See Fig. 1. Plate A.
First, strike the right line AB, aaiciad to the length of the longest beam ; then erect or square
up the line C in the middle of the line AB, and on it set-off the a of the beam as given
in the dimensions. Then strike the lines AD, BD. With the radius CD, from the centre D,
describe a circle, and make the arch ae equal to the arch Ca; and the arch bf equal to the
arch Cb. So the arches ae, and bf, will be equal, and, of consequence, the angles ADC, ADe,
BDC and BDf, will all be equal.
Secondly, Divide the lines DC, De, and Df, into'so many parts as shall be equal in number
to the points of intersection required tor the delineation of the required curve or arch. These
parts may be either equal or unequal. It is only necessary that the divisions on the three lines,
from the centre D, correspond with each other.
Thirdly, Strike the line Bk to the first division of the line Df, and:a ihe from A through b,
(the first division of the line DC,) to intersect the line B in P, which will be one point in the
required curve. In like manner the other points are found, by striking lines from B to the several
divisions of the line Df, and lines from A through the corresponding divisions of the line DC,
to intersect those drawn from-B, which will be in the circumference of the circle or arch. In
the figure, as it issmall, we have only drawn the lines Bk and AP, in order to prevent confusion
in its appearance : but, in practice, we may take two chalked lines, and fasten one at A and the
other at B, and stretching the one through the spots in the line DC, and the other through the
corresponding spots in Df or De, the intersections of the chalked lines will give the several points
or spots in the circumference, and a batten then pinned to those spots will form the ticked curve
ADB, to which the round-up is to be made. In the same manner may the round-up and
4, EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
round-aft moulds of the Counter-Raits, &c. be made with more advantage than by any other
method ; because intersections may be obtained under the line AB, and the arch continued
even to a circle, if required*.
Eevat ArcuHEs are those which contain the same number of degrees, and whose radii are equal.
SimiLaR ARcHEs are those which contain the same number of degrees, but whose radii may be
unequal. For example. If the arch BC (Fig. 2. Plate A.) contains the same number of de-
grees as the arch DE, orif the radius AB is to the radius AD asthe arch BC is to the arch
DE, then these arches are s¢milar.
ARCH OF THE COVE. An elliptical moulding sprung over the cove at the lower part of
the taffarel. See Perpendicular View of the Stern in Plate 1.
AREA. The superficial content of any figure, as of a parallelogram, six feet long and four
feet broad, whose area will be 24 feet, because 6x 4= 24.
ASTERN. Any distance behind the ship, as opposed to AHEAD. oy Qhiete on board are said
to be astern when near the stern of the ship.
ATHWART. At right angles with the ship’s length, or across the line of her course.
AVAST! The command to stop or cease in any operation, as in bowsing or hawling.
AXIS. A real or supposed line through the centre of a body, about which it may turn: and
hence the revolving figure may be imagined to produce a solid. ‘Thus, if a semi-circle be sup-
posed to move round its diameter at rest, it will generate a sphere, the axis of which is that dia-
meter, and is commonly called the Axis ef Rotation.
Axis is yet more generally used for a right line conceived to be drawn from the vertex of a
ficure to the middle of the base ; as the axis of acone. See Conic Sections.
In Mechanics, the axis of a BALANCE is that line about which it moves or turns. . The axis
of osciLLaTion is a right line, parallel to the horizon, passing through the centre, about which a
pendulum vibrates.
AXIS in PERITROCHIO, or Wueer and Axiz. One of the five mechanical powers, on
the principle of which are constructed the windlasses and capstans of ships. See Mucuanics,
BACK of the Post. The after-face of the Srrern Post.
BACK-STAYS. The long ropes used to support the topmasts, &c. and second the efforts
* For the satisfaction of the geometrical reader, a Demonstration of this problem is here subjoined. As the angle
formed at the centre of a circle is measured by the opposite arch, so the angle formed at the circumference is measured
by half the opposite arch. Hence all angles that stand on a similar chord are equal; and, consequently, if there be ever
so many equal angles standing on a similar chord, they will be all in the circumference of a circle; or, what is the same
thing, a curve drawn through the several angular points will be an arch of a circle.
The triangles BDk and ADI are equal ; for the sides AD and DB are equal, the sides Dk and DI are likewise equal,
and the angle BDk included by the sides BD and Dk is equal to the angle ADI included by the sides AD and DI.
Therefore the angle DBk is equal to the angle DAI.
The angles DAB and DBA are equal ; ae as the three angles of every tia le. contain 180 degrees, subtracting
their sum ees 180, we have the angle ADB. But the sum of the angles kKBA and IBA is equal to the sum of the angles
DAB and DBA, for the angle DBk is added to the angle DBA, and the angle DAI (equal to the angle DBk) is subtracted
from the angle DAB, therefore the angle AbB is equal to the angle ADB, and, of consequence, the arch of the circle
will pass through both; the like of all the rest.
Cuap. I] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 5
of the shrouds when the mast is strained by a press of sail ina fresh wind. They reach from
the topmast-heads to the starboard and larboard sides of the ship, where they are extended to the
channels, or Backstay Stools. See Steel’s ** Art of Rigging.”
BACKSTAY STOOL. A short piece of broad plank, bolted edge-ways to the ship’s side,
in the range of the channels, to project, and for the security of, the dead-eyes and chains for
the Backstays. Sometimes the channels are left long enough to answer the purpose. See Sheer
Draught, Plate 1.-
BACK-SWEEP. See Frames.
BADGE. A sort of ornament fixed on the quarters of small vessels near the stern, contain-
ing either a sash for the convenience of the cabin, or the representation of it. It is commonly
decorated with carved work, such as marine figures, martial instruments, &c. See Yacht,
Plate 11.
BALCONY. The gallery in the stern of large ships. See Sheer Draught, and Perpendicu-
lar View of the Stern, Plate 1.
BALANCE FRAMES. Those frames, or bends of timber, of the same capacity or area,
which are equally distant from the centre of gravity. Sge Frames.
BALLAST. A quantity of iron, stone, or gravel, or such like materials, deposited in a ship’s
hold, when she has no cargo, or too little to bring h¢r sufficiently low in the water. It is used
to counterbalance the effort of the wind upon the sails, and give the ship a proper stability,
that she may be enabled to carry sail, without danger of over-setting.
_ BALLUSTERS. The ornamental pillars placed round the balcony in the stern and quarters
in large ships.
BARK. A name given to small ships; especially to’ square-sterned ships having no head-
rails, and to such as have three masts without a mizen top sail.
BARREL. The main piece of a capstan or steering wheel. See Capstan and STEERING-
Wueet. See also Capstan, Plate 7.
BARGE. See Boats. |
BARS of the Carstans and Ports. See those Articles.
BASE. The foot or lowest part of a pillar; or that part of a body on which it rests, or is
designed to rest. In geometry, an horizontal line upon which any figure is to be raised.
The base of any surface as exposed to a stream of fluid is that portion of a plane, perpendi-
cular to the stream, which is covered or protected from the action of the stream by the surface
exposed to its impulse. ‘Thus the base of a sphere exposed toa stream of fluid 2o.....n A...
is its great circle, whose plane is perpendicular to the stream. Hence, if the
plane surface AB was exposed to the action of a stream moving in the direc-
tion DA, then AC, perpendicular to BC, is its base. ven fnnmay
BATTENS. In general, light scantlings of wood. In ship-building, long narrow laths of fir,
their ends corresponding and fitted into each other with mortice and tenon, used in setting fair
the sheer-lines on a ship. ‘They are painted black in order to be the more conspicuous. Battens
used on the mold-loft floor, are narrow laths, of which some are accurately graduated and
marked with feet, inches, and quarters, for setting off distances, Battens for gratings are
narrow thin laths of Oak. See Gratines.
SP
6 EXPLANATION OF TERMS, &C, USED IN» SHIP-BUILDING. [Boox I.
BEAK-HEAD. The short platform at the fore part of the upper deck, in large ships, placed
at the height of the ports from the deck, for the convenience of the chace-guns. Its termination
aft is the bulk-head called the beak-head bulk-head, which incloses the fore-part of the ship. See
Sheer Draught, Plate 1.
BEAK-HEAD-BEAM. The:same as Cat-Bzams, which see.
BEAMS. The substantial pieces of timber which stretch across the ship, from side to side, to
support the decks and keep the ship together by means of the Knees, &c. their ends being lodged
on the clamps, keeping the ship to her breadth. See Plans of the Decks, Plates 5 and 6. ’
Beam-Arm, or Forx-Beam, is a curved piece of timber, nearly of the depth of the beam,
sscarphed, tabled, and bolted, for additional security to the sides of beams athwart large
openings in the decks, as the main hatchway and the mast-rooms. See Plans of the Decks, .
Plates 5 and 6. |
Breast-Beams. Are those beams at the fore-part of the quarter deck and round house,
and after part of the forecastle. They are sided larger than the rest; as they have an ornamental
rail in the front, formed from the solid, and a rabbet one inch broader than its depth, which
must be sufficient to bury the deals of the deck, and one inch above for a spurn-water. To
prevent splitting the beam in the rabbet, the nails of the deck should be crossed, or so placed,
alternately, as to form a sort of zigzag line. See Inboard Works, Plate 4, and Plans,
Plate 6. |
Cat-Bram, or Beax-Heap Beam. . This is the broadest beam in the ship, generally
made in two breadths, tabled and bolted together. The foreside is placed far enough forward to —
receive the heads of the stantions of the beak-head bulk-head. See Inboard Works, Plate 4,
and Plans, Plate 6.
The Cotuar-Beam is the beam upon which the stantions of the beak-head. bulk-head stand.
The upper side of it is kept well with the upper side of the upper deck port-sills, and lets down
upon the spirketting at the side. But its casting over the bowsprit in the middle giving it a
form which in timber is not to be gotten without difficulty, a framing of two large carlings and
a stantion on each side of the bowsprit is now generally substituted in its place. See Inboard
Works, Plate 4.
Hatr-Beams are short beams introduced to support. the deck where there is no o framing, as
in those places where the beams are kept asunder by hatchways, ladder ways, &c. They are
let down on the clamp at the side, and near midships into fore_and aft carlings, On some decks
they are, abaft the mizen-mast, generally of fir, let into the side tier of carlings. See Plan of
Upper Deck, Plate 6. i
The Mipsuir Beam is the longest beam of the ship, lodged in the mies Pris: or between the
widest frame of timbers.
PatieTinc-Brams, are those beams under the flat of the Magazine, Bread Room, and
Powder Room, where there is a double palleting. ‘The upper tier are of fir, and rabbets are
taken out of their edge to form scuttles. See Inboard Works, Plate 4, and Orlop si
Plate 5
BEARDING. The diminishing of the edge or surface of a piece of timber, &c. froma given
line, as on the deadwood, clumps, plank-sheers, fife-rails, &c. See Sheer Draught, Plate 1
Cuap. I.] EXPLANATION OF TERMS &C. USED IN SHIP-BUILDING. 7
BEARDING-LINE. . A curved line occasioned by bearding the dead wood to the form of the
body ; the former being sided sufficiently, this line is carried high enough to prevent the heels
of timbers from running to a sharp edge, and forms a rabbet for the timbers to step. on;. hence
it is often called the Srerrine Line. See Sheer Draught, Plate 1
BED. A solid framing of timber to receive and to support i mortar in a. Bomb Vessel.
BED or BARRELSCREWS. Sce Screws.
BEETLE. A large mallet used by Caulkers for driving in their reeming irons to open the
seams, in order for caulking.
BELLFRY. An ornamental framing, made of stantions, at the after beams of the forecastle,
with a covering or top, under which the ship’s bell is hung. In large ships the stantions are sup-
ported by knees. In small ships it is sometimes built over the windlass.. See Inboard Works,
Plate 4.
BELLY. The inside or hollow part of compass or curved timber,. the outside of whichis called
the Back.
BELL-TOP. A term applied to the top of a quarter gallery when the upper stool is hollowed
away, or made like a rim, to give more height as in the quarter galleries of small vessels, and
the stool of the upper finishing comes home to the side, to complete overhead. See the Draught
_of the Sloop, Plate 10.
BENCHES or Boars. ‘The seats in the after part whereon the passengers sit.
BEND-MOULD, in whole moulding. (See Wuorz Moutpine.) A mould made to form
the futtocks in the square body, assisted by the rising-square, and floor-hollow. See Moulds,
Plate 1 of Laying off.
BENDS. The frames or ribs that form the ship’s body from the keel to the top of the side at
any particular station. ‘They are first put together on the ground. That at the broadest part
of the ship is denominated the Mwsuie-Benp or Deap Fiat. See M tdship Sections, Plate 8.
In North Britain, the fore part of the Wales are commonly called Bends.
BETWEEN-DECKS. The space contained between any two decks of a ship..
BEVEL. A well known instrument, composed of a stock and a moveable tongue, for taking
of angles on wood, &c. by shipwrights called BevELLines.
BEVELLING BOARD. A piece of deal on which the bevellings or angles of the timbers
&c. are described.
- BEVELLINGS. The windings or angles of the timbers, &c. a term applied to any deviation
from a square or right-angle. Of Bevellings there are two sorts, denominated Standing Bevel-
lings and Under Bevellings. By the former is n:eant an obtuse angle or that which is without
a square ; and, by the latter, is understood an acute angle or that which is within a square. See
Circle, Plate A. ,
BILGE. That part ofa ship’s floor, on bistier side of the keel, which has more of an horizontal
than of a perpendicular direction, and on which the ship would rest if laid on the-ground: or,
more particularly, those projecting parts of the bottom which are opposite to. the heads of the
floor-timbers amidships, on each side of the keel. .
s EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. [Book I.
BILGE TREES, or Bice Pisces, or Biter Keers. The pieces of timber, fastened under
the bilge of boats or other vessels, to keep them upright when on shore, or to prevent their falling
to leeward when sailing. See Plate containing the Life Boat, and Midship Sections, Plate 8.
BILGEWAYS. A square bed of timber, placed under the bilge of the ship, to support her
while launching. See Frigate and Launch, Plate g.
BILL of the Ancuor. The extremity of the arm.
BILLS. The ends of Compass or Knee Timber.
BINACLE. (Formerly Biracze.) A wooden case or chest which contains the compasses and _
lights to shew them by night, &c. It is divided into three apartments with sliding shutters. Those
at the side have a compass in each, and that in the middle is fitted to hold a lamp or candles,
which emit light on the compasses through a pane of glass in each side. In small vessels it is
sometimes fixed before the Companion, and the lights put in from the Captain’s ladderway without
going upon deck. On the deck of a ship of war there are always two Binacles, one for the use
of the man who steers, and the other for him who cons, or superintends the steerage.
BINDINGS. The iron links which surround the Dead Eyes. See Sheer Pehl Plate 1,
and Midship Sections, Plate 8.
BINDING STRAKES. Two strakes of oak plank, worked all fore and aft upon the beams of
each deck, within one strake of the coamings of the main hatchway, in order to strengthen the
deck, as that strake and the midship strakes are cut off by the pumps, &c. See Plans, Plates
5 and 6.
BINS. A sort of large chests, or erections in store-rooms, in which the stores are deposited.
They are generally 3 or 4 feet deep, and nearly of the same breadth.
To BIRTH-UP. A term generally used for working up a topside or bulk-head with board or
thin plank.
To BISECT. To divide aline, angle, &c. into two equal parts.
BITTS. A frame of oak timber, whereon the cables or ropes are occasionally fastened. It
consists of two upright pieces of oak, called Bitt Pins, when the Bitts are large, or of knees,
when the Bitts are small, with a cross piece fastened horizontally near the head of them. The
largest Bitts are commonly called the Ripive Birts, and are those to which the cables are fastened
when the ship rides at anchor. There are also small Bitts to belay ropes to, as the Bow1tng and
Brace Brrvs, situated near the masts; the Fort Jear and Topsait Sueer Birts situated on the
forecastle and round the foremast ; the Marnsgar and Topsait Suter Birts which tenon into
the foremost beam of the quarter deck. The Bitts round the mizen mast are generally formed
of knees, with sheave-holes for the topsail sheets, &c. See Inboard Works, Plate 4, and Plans,
Plates 5 and 6. . |
BITT-PINS. The upright pieces of oak timber, let in and bolted to the beams of two
decks, at least, and to which the piece of the Bitts is fastened. See Inboard Works,
Plate A.
BLACK-STRAKE. A broad strake, which is parallel to, and worked upon the upper. ssh
of, the Wales, in order to strengthen the ship, It derives its name from being paid with pitch, and
Cuar. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. i)
isthe boundary for the painting of the topsides.' Ships having no ports near the Wales, have
generally two black-strakes. See Planking, Plate 3, and Midship Sections, Plate 8.
BLOCK. The large piece of elm out of which the figure is carved at the head of the ship.
See Sheer Draught, Plate 1. :
Brocxs for building the ship upon, are those solid pieces of oak timber — under the ship’s
keel, upon the groundways.
Biocks, rixep, are solid pieces of oak, let through the sides of the ship, and fitted with
sheaves to lead the tacks, sheets, braces, &c. into the ship. See Disposition of the Frame,
Plate 2.
-Brocks to trap in the CarTraLt are feed on the plank-sheer over the Catheads. A sheave
hole is cut in each that the fall may lead in fairupon deck. See Sheer Draught, Plate 1.
Biocks for the rorE and MAIN LIFTS, DERRICK, and MIZEN JEARS, are kevel-headed blocks, bolted
vertically to the sides, abreast the'main, fore, and mizen, masts ; those for the fore-mast within
side, and the others on the outside, of the ship.
Brocks for TRansportine the ship, are two solid pieces of oak or elm, one fixed on each side
of the stern above the taffarel, and a snatch with a large score cut each way in the middle.
When used, the Hawser is hauled in through the Snatch. See Sloop of War, Plate 10.
BOARD. Timber sawed to a less thickness than plank ; all broad stuff of or under one inch
and a half in thickness. .
BOATS. Small vessels which, excepting rowing boats, are generally decked over. Boats
are managed on the water by rowing or sailing, and are occasionally slight or strong, sharp or flat
bottomed, open or decked, plain or ornamented, as they may be designed either for celerity or
burthen, for sbi or shallow water, for sailing m a harbour or at sea, for convenience or
pleasure.
The construction and the names of boats are very differ ent according to the various purposes
for which they are calculated, and the services required of them. The largest that ships take to
sea is the Lone Boat, (Plate 23,) built very strongly, and furnished with masts and sails. The
Lavuncu isa sort of Long-Boat, but not built upon a principle of sailing, it being more flat, is
broader, and more useful for weighing small anchors than the Long-Boat. The Bares is next
in size, but very different from the former in its construction, having a slighter frame, and being
more ornamented. It is constructed for rowing, having conveniences for ten or twelve oars, and
is chiefly employed for the conveyance of Admirals and other officers of rank to and from the
ship. The Pinyace is of the same form as the Barge, but is something smaller, and never row
more than eight oars. It is for smaller ships, or for the use of officers of subordinate rank:
Cutters for ships are for the conveyance of seamen, or the lighter stores. They are shorter and
broader in proportion to their length than the Long Boat, are clincher built, and constructed
for sailing. A Yawl is something less than the Pinnace, nearly of the same form, and used for
similar purposes. They are generally rowed with six oars.
BOATSWAIN’s STORE ROOM. See Store-Rooms. )
BOBSTAY.. The large’rope or stay used to confine the Bowsprit apon the stem, and coun-
teract the force of the stays which draw it:upwards.
C
10 EXPLANATION: OF: TERMS, &C. USED IN SHIP-BUILDING. . [Boox I.
BOBSTAY HOLES. Holes.cut through the fore part of the knee of the Head, below the
cheeks, large enough to admit the Bobstay-Collars, to which the Bobstays are set up for the
security of the Bowsprit. They should come through the knee between the two upper bolts.
Sometimes they are farther secured by iron straps between the holes extended on the knee to bolt
in the main piece. See Sloop, Platé 10.
BODIES. The figure of a ship, abstractedly considered, is supposed to be divided into dif
ferent parts, or figures, to each of which is given the appellation of Body. Hence. we have the
terms Fore Bopy, Arrer Bopy, Cant Bopies, and Savare Bopy. Thus the Fore Body is the
figure, or imaginary figure, of that part of the ship afore the midships or dead-flat, as seen from
ahead. The After Body, in like manner, is the figure of that part of the ship abaft the midships,
or dead flat, as seen from astern. The Cant Bodies are distinguished into Fore and After, and
signify the figure of that part of a ship’s body or timbers, as seen from-either side, which form
the shape forward and aft, and whose planes make obtuse angles with the midship line ofthe
ship ; those in the Fore Cant Body being inclined to the stem, as-those inthe After one are
to the stern post. The Sguare Body comprehends all the timbers whose-areas or planes are per-
pendicular to the keel and square with the middie line of the ship ; which is all that.portion of a
ship between the Cant Bodies. See the Plates of Laying-Of.:
BOLLARD TIMBERS or KNIGHT-HEADS.. See Kyicut-Heaps.
BOLSTERS. Pieces of oak timber fayed to the curvature of the bow, under the Hawse-
Holes and down upon the upper or lower cheek, to prevent the cable from rubbing against the
cheek. See Sloop, Plate 10.
Borsters for the Ancuor Lining, are solid pieces of oak, bolted to the ship’s side, at the fore
part of the fore chains, on which the stantions are fixed that receive the anchor lining. The fore
end of the bolster should extend two feet or more before the lining, for the convenience of a man’s
standing to assist in fishing the anchor. See Sheer Draught, Plate 1.
Boxsters for Suzers, Tacks, &c. are small pieces of fir or oak fayed under the Gunwale, &c.
with the outer surface rounded to prevent the sheets and other rigging ftom chafing.
BOLTS. Cylindrical or square pins of iron or copper, of various forms, for fastening and
securing the different parts of the ship, the guns, &c. The figure of those for fastening the timbers,
planks, hooks, knees, crutches, and other articles of a similar nature, is cylindrical, and their
sizes are adapted to the respective objects which they are intended to secure. ‘They have round or
saucer heads, according to the purposes for which they may be intended ; and the points are fore-
locked or clinched on rings to prevent their drawing. Those for bolting the frames or beams to-
gether are generally square.
Rive and Eye Bours for securing the guns, &c. have the part that enters into the wood eylin-
drical. Those for ring-bolts have the rings turned into an eye made at the head-of the.
bolt. The rings are sometimes made angular to receive many turns of lashing ; such
are the bolts for lashing the booms and spare anchors, Lye Bolts have only an eye
made at the head of the bolt, to which the tackles, &c. may be hooked. See Mid-
ship Sections, Plate 8. Some eye-bolts have a shoulder to them, to resist a great
strain, as the Fish-tackle eye bolt, which has a plate or long strap made under the eye to pre+
a
Cuap, 1.) EXPLANATION! OF ‘TERMS, &C, USED “IN ‘SHIP-BUILDING. 11
vent its burying in the plank. The Tocexe-Botr* has a flathead anda mortise through it,
that receives a toggle or pin. its use is to confine the ensign staff, &c. into its place, by means
of a strap.
A Wrain Botr is a ring-bolt, with two or more , forelock holes in it, occasionally to belay or
make fast towards the point. It is used, with the Wrain Staff in the ring, for setting-to the
planks.
BOMB-VESSEL. A vessel of war, more particularly described hereafter, and particularly
designed for throwing shells from mortars. It was invented by the French, and said to have been
first used in the bombardment of Algiers. Prior to that time the throwing of shells from sea
was supposed impossible.
BOMB-BED BEAMS. | The beams which support the Bomb-Bed in Bomb-Vessels.
BOOM-KINS. See Bumxiys.
BOTTOM. Ail that part of a ship or vessel that is below the Wales. Hence we use the
epithet sharp-bottomed for vessels intended pal quick-sailing, and full-bottomed for such as are
designed to carry large cargoes.
BOW. The circular part of the ship forward, terminated at the rabbet of the stem.
To BOWSE. To pull upon any body with a tackle, &c. in order to remove it.
BOWSPRIT. The boom or mast projecting over the stem. See Sheer Draught, Plate 1.
BOXING. A projection of wood formerly left on the Hawse-pieces, in the wake of the
hawse holes, and which projected as far out as the plank inside and out. This method of fitting
the hawse holes is now, however, generally laid aside, as among other advantages which attend
the present practice, it is foand that, as the method of boxing consumed an unnecessary quantity
of large timber, this expence is now avoided; besides which, the planks, without boxing, run
forward to the stem, and thereby strengthen the bow. The purpose of boxing is much better
answered by a pipe of lead let through the holes, and turned with a flap inside and out, the under-
sides of which are thickest, to allow for the wearing of the cable.
The term Boxine is also applied to the scarph of the lower piece of the stem, let flatwise into
the fore-foot. See Sheer Draught, Plate 1.
BRACES. Straps of iron, copper, or mixt metal, secured with bolts and screws to the stern
post and bottom planks. In their after ends are holes to receive the ee by which the rudder
ishung. See Pinties. See also Sheer Draught, Plate 1.
Braces formerly called Pointers are, also, square pieces of timber fixed diagonally across the
hold to support the bilge and prevent the ship’s working. See Midship Sections, Plate 8.
BRACKETS. Short crooked timbers, resembling knees, for support or ornament. The
Hair Bracxer is the boundary of the aft part of the figure head, and its lower part finishes with
the fore part of the upper cheek. (See Sheer Draught, Plate 1.) The Consors Bracxer is a
light piece of ornament at the fore part. of the quarter gallery, sometimes called a Cantine-Livre.
See Sloop of War, Plate 10.
* The figure of this and other bolts may be seen’ in Steel’s “ Art’ of Mastmaking.”
12 EXPLANATION OF TERMS, .&C, USED IN SHIP-BUILDING. [Boox f.
STERN BrAcKETs are carved ornaments on the munions, under the taffarel, at the arch of the
coves, &c.
BRAKES. The handles or levers by which the pumps are worked.
BREAD ROOM. A place parted off below the lower deck, close abaft, for the reception of
the Bread. Sce Srorr-Rooms.
BREADTH. A term more particularly applied to some essential dimensions of the extent of
a ship or vessel athwartships, as the BreapTH-Extreme, and the Breapru-Movutpep, which are
two of the principal dimensions given in the building of the ship. The Extreme Breadth is the
extent of the midships or dead-flat with the thickness of the bottom plank included. The
Breadth-Moulded, is the same extent without the thickness of the plank.
BREADTH-LINE. A curved line of the ship lengthwise, intersecting the timbers at their
respective broadest parts. See Sheer Draught, Plate |
‘ BREADTH-SWEEP. A term applied to the radius of the arch which forms part of the shape
of a ship’s body at the Breadth-Line. When the body is formed by two circular arches, one of
them is called the Lower Breadth Sweep, and the dther, which forms the body above the Breadth
Line, is called the Upper Breadth Sweep. Sce Frames, See also Body Plan and Sheer Draught,
Plate 1.
BREAK. The sudden termination or rise in the decks of some merchant ships, where the aft
and sometimes the fore part of the deck is kept up to give more height between decks, as like-
wise at the Drifts.
BREAST-HOOKS. Large pieces of compass timber fixed within and athwart the bows of
the ship, of which they are the principal security, and through which they are well bolted. There
is generally one between each deck, and three or four below the lower deck, fayed upon the
plank. ‘Those below are placed square to the shape of the ship at their respective places. The
Breast-Hooks that receive the ends of the deck-planks are also called Dzcx-Hooxs, and are
fayed close home to the timbers in the direction of the decks. See Inboard Works, Plate 4, and
Plans, Plates 5 and 6.
BREAST-RAIL. The upper rail of the balcony ; or of the breast. work at the fore part
of the quarter deck. See Sheer Draught, and perpendicular View of the Stern, Plate 1,
Inboard Works, Plate 4, and Plans, Plate 6.
BREAST-WORK. The stantions, with their rails, at the fore part of the quateneens The
Breast-work fitted on the upper deck of such ships as have no quarter-deck serves to make a sepa-
ration from the main-deck. See Inboard Works, Plate 4, and Plans, Plate 6.
BREECH. The angular part of knee-timber.
BRIG or BRIGANTINE. A merchant vessel having two masts, with the mainsail fore and
aft, and not athwartships as in ships.
In the Royal Navy, when cutter-built vessels are thus rigged, they « are called Cutrer-
Bries.
BROKEN-BACKED or HOGGED. The condition of a ship ie the sheer has departed
from that regular and pleasing curve with which it was originally built. This is often occasioned
Cuap.'I.} EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 13
by the improper situation of the centre of gravity, when so posited as not to counterbalance the
effort of the water in sustaining the ship, or, by a great strain, or, from the weakness of con-
struction. ‘The latter is the most common circumstance, particularly in some French ships, owing
partly to their great length, sharpness of floor, or general want of strength in the junction of the
component parts.
BUCKLERS. Pieces of elm plank, barred close against the inside of the Hawse Holes, to
_ prevent the water from coming in. Those used at sea, denominated Buiinp Buckters, have no
aperture ; but those used in a harbour, &c. when a ship is at anchor, and called Ripinc-Buck ers,
are made in two pieces, the upper piece rabbeting on the lower piece at the middle of the
_ Hawse-Hole, and the two pieces, when oe have a hole in the middle large enough to
admit the cable.
BULGE, or BILGE. That part of the ship which she bears on most when not afloat. It
may be readily known by drawing a line from the underside of the keeleto touch the body.
See Bitce.
BULGEWAYS. See Biteeways.
BULKHEADS. The various partitions which separate one part of a ship from another.
Those in the Hold are mostly built with rabbetted or cyphered plank, as are those of the Magazine,
to keep the powder securely from the cargo, ballast, or stowage in the Hold; and, in ships of
the Royal Navy the next bulkhead aft keeps the Spirits from the Hold; thus likewise of the Fish
and Bread-room bulkheads. ‘Those upon the decks are mostly to separate the officers from the
seamen, as the ward-room bulkhead, which is composed of doors and panels of joiner’s work ;
thus, also, the Cabin and Screen Bulkheads ; the latter, in large ships, incloses the Cabin from the
walk abaft, or Balcony: and, forward, the Galley is inclosed by the beak-head bulkhead. See
Inboard Works, Plate 4.
BUM-KIN, or more properly BOOM-KIN. A projecting piece of oak or fir, on each bow of
a ship, fayed down upon the False Rail, or Rail of the Head, with its heel cleated against the
Knight-head in large, and the Bow in small, ships. It is secured outwards by an iron rod or rope
lashing, which confines it downward to the knee or bow, and is used for the purpose of hauling.
down the fore-tack of the foresail. See Plan of the Head on the Half-breadth Plan, Plate |.
BURTHEN. The weight or measure that any ship will carry or contain when fit
for sea. /
--BUSHED. Cased with harder metal; as that inserted into the holes of braces or sheaves to.
prevent their wearing, and, conmentiautly,) to take off friction.
‘BUTT. The joints of the planks endwise, also the opening between the ends of the Soaks
when worked for caulking. Where caulking is not used, the butts are rabbetted, and mist fay
close. See Planking, Plate 3, and Plans, Plates 5 and 6. Burr also signifies the root or biggest
end of all timbers, plank, &c.
BUTTOCK. That rounding part of the body abaft arden) by the fashion-pieces ; and, at
the upper part, by the wing transom.
- BUTTOCK LINES. (On the Sheer Draught.) Curves, lengthwise, representing the ship as
cut in vertical sections. See Sheer Draught, Plate 1.
14 EXPLANATION OF TERMS, .&C. USED IN SHIP-BUILDING. [Boox I.
C/ETERIS PARIBUS. A Latin term used by mathematical writers, signifying literally, the
rest or all other things being alike or: equal.
CABINS. The apartments partitioned off in several parts of the ship, for the residence of. the
officers, of which the principal is forthe commander. See Plans, Plates 5 and 6.
CABLE. A rope, more than nine inches in circumference, and generally one hundred
fathoms in length, used to retain the ship at anchor.
CABLE TIER. ‘The space occupied by the cables on the Orlop Deck. See Orlop Plan,
Plate 5.
CALLIPERS. Compasses with dicciad legs, for taking correctly the diameter or size of
timber. There is a smaller sort for taking the diameter of bolts or any thing cylindrical.
CAMBER. Hollow or arching upwards. The decks are said to be cambered when their
height increase toward the middle, from stem and stern, in the direction of the ship’s length.
CAMEL. <A machine for lifting ships over a bank or shoal, originally invented by the cele-
brated De Witt, for the purpose of conveying large vessels from Amsterdam over the Pampus.
They were introduced into Russia by Peter the Great, who obtained the model when he worked
in Holland, as a common shipwright, and are now used at Petersburgh for lifting ships of war built
there over the bar of the harbour. A Camel is composed of two separate parts, whose outsides
are perpendicular, and insides concave, shaped so as to embrace the hull of a ship on both sides.
Each part has a small cabin, with sixteen pumps and ten plugs, and contains twentymen. They
are braced to the under part of the ship by means of cables, and entirely inclose its sides and
bottom. Being then towed to the bar, the plugs are opened, and the water admitted until the
Camel sinks with the ship, and runsaground. ‘Then, the water being pumped out, the Camel
rises, lifts up the vessel, and the whole is towed over the bar. This machine can raise the ship
eleven feet, or in other words, make it draw eleven feet less water.
CANT. A term signifying the inclination that any thing has froma square or perpendicular.
Hence the shipwrights say,
Cant Bopy, meaning that part of a ship’s body or timbers which form the shape of the body
forward and aft, and whose planes make obtuse angles with the midship line of the ship ; those
in the forebody inclining to the stem, as those in the afterbody incline to the stern-post. See
Bopigs. See also Sheer Draught, Plate 1.
Cant-Ripeanps, are those ribbands that do not lie in a horizontal or level direction, or square
from the middle line, but nearly square from the timbers, as the diagonal ribbands. See Ris-
BANDS. See also Laying-off, Plate 8.
Cant-Timpers, are those timbers afore and abaft,- whose planes are not square with, or per-
pendicular to, the middle line of the ship. See Laying-off; Plates 3 and A.
CANTING. The act of turning any thing completely over, so’ that the under surface shall
lie upwards. It is otherwise said to be half or quarter canted.
CANTING LIVRE. The same as Console Bracket. See Brackets.
CAPS. Square pieces of oak, laid upon the upper blocks on which the ship is built, to receive
the keel. They should be of the most freely grained oak, that they may be easily split out when
Cuap. [.] EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, 15
the false keel is to be placed beneath. ‘The depth of them may be a few inches more than the
thickness of the false keel, that it may be set up close to the main keel by slices, &c.
A CAP SCUTTLE. A framing composed of coamings and head. ledges, raised above the
deck, witha flap or top which shuts closely over into arabbet. See Inboard Works, Plate 4.
CAPSTAN. The machine, formed of a massy column of timber, &c. and used for heaving
up the-anchor orother purposes which require an extraordinary effort. It is composed, as described
hereafter, of several pieces, strongly united into one body, called the barrel, and put in motion
by the levers, named Capstan bars, which fit into mortise holes in its head. See Capstan,
Plate 7.
CAPTAIN’s STORE ROOM. See Storz-Rooms.
CARLINGS. Long pieces of timber, above four inches square, which lie fore and aft, in
tiers, from» beam to beam, into which their ends are scored. They receive the ends of the ledges
for framing the decks. The Carlings by the side of, and for the support of, the mast, which re-
ceive the framing round the mast called the partners, are much ‘larger than the rest, and are
named the Mast Caruines. Besides these there are others, as the Pump Caruines, which go
next without the Mast Carlings, and between which the pumps pass into the well ; (See Plans,
Plate 5 and 6.) and also the Fire-Hearth Carlings, that let up under the beam on which the fire-
hearth stands, with pillars underneath, and chocks upon it, fayed up to the ledges for support.
See Inboard Works, Plate 4.
CARPENTERS’ STORE ROOM. See Store Rooms.
CARRICK BITTS. The upright pieces of timber near the ends of the Windlass, in which are
the Gudgeons for the spindles to work on. See Windlass, Plate 7.
CARVEL WORK. A term applied to Cutters and Boats, signifying that the seams of the
bottom-planking ‘are square, and to be kept tight by caulking as those of ships. It is opposed
to the phrase CLincHER-BUILT, which see.
To CAST. To stretch over any thing, as
Cast-Knezs, or those Hanging-Knees which crook or arch over the corner of a gun-port,
rider, &c.
CAT-BEAM. See Beam.
CAT BLOCK. See Buocxs.
CAT-HEADS. The two strong arms of oak projecting from each side of the ship, at the
fore part of the forecastle, with sheaves in their outer ends for the purpose of hoisting the anchor.
See Sheer Draught, Plate 1, and Plans, Plate 6.
CAVITY. The hollow formed in the water by an immersed body. See Centre of Cavity.
CAULKING. Forcing oakum into the seams and between the butts of the plank, &c. with
iron instruments, in order to prevent the water penetrating into the ship.
CEILING or FOOTWALING. The inside planks of the bottom of the ship.
CENTRE. A point equally distant from the extremities of a body or figure.
CENTRE of CAVITY, or of DISPLACEMENT. The centre of that part of the ship’s
body which is immersed in the water ; and which is also the centre of the vertical force that the
water exerts to support the vessel. See Sheer Draught, Plate 1.
‘CENTRE of GRAVITY. That point about which all the parts of a body do, in any situa-
16 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Book I.
tion, exactly balance each other. Hence, 1. If a body be suspended by this point as the centre
of motion, it will remain at rest in any position indifferently. 2. If a body be suspended in any
other point, it can rest only in two positions, viz. when the centre of gravity is exactly above or
below the point of suspension. 3. When the centre of gravity is supported, the whole body is
kept from falling. 4. Because this point has a constant endeavour to descend to the centre of
the earth, therefore—5. When the point is at liberty to descend, the whole body must also descend,
either by sliding, rolling, ortumbling over. See Gravity.
CENTRE of MOTION. That point of a body which remains at rest whilst all the other
parts are in motion about it ; and this isthe same, in bodies of one uniform density throughout,
as the centre of gravity. ,
CENTRE of OSCILLATION. That point in the axis or line of suspension of a vibrating
body, or system of bodies, in which if the whole matter or weight be collected, the vibrations
will still be performed in the same time, and with the same angular velocity, as before.
CENTRE of PERCUSSION, in a moving body, is that point where the percussion or stroke
is the greatest, and in which the whole percutient force of the body is supposed to be collected:
Percussion is the impression a body makes in falling or striking upon another, or the shock of
bodies in motion striking against each other. It is either direct or oblique ; direct when the
impulse is given in a line perpendicular to the point of contact; and oblique when it is given in a
line oblique to the point of contact. :
CENTRE of RESISTANCE toa fluid. That point in a plane to which, if a contrary force
be applied, it shall just sustain the resistance. : .
CENTRE of ROTATION. This term is synonimous with axis of rotation when confined to
ene point as a centre. See Axis. ¥
CENTRAL FORCES. The powers which cause a moving body to tend towards, or recede
from, the centre of motion.
Thus, ifa body A be suspended at the end of a string AC, asa centre,
and in that position it receives an impulse in a horizontal direction, it will
be thereby compelled to describe a circle about the central point. While
the circular motion continues, the body will certainly endeavour to recede
from the centre, and the force arising from the horizontal impetus is called
its centrifugal force.
With the centrifugal force it acts upon the fixed centre pin, and that, by its ‘celia re-acts”
with an equal force on the body, by means of the string, directed towards itself, the centre of
motion ; whence it is called the centripetal force: and, when we speak of either or both of these
powers stdehiatale we call them the central forces of the revolving body.
CENTRIFUGAL FORCE. That force by which all bodies that move round any other body
in a curve endeavour to fly off from the axis of their motion.
CENTRIPETAL FORCE. That force by whicha body is every where impelled or any how att
towards:some point as acentre. Such is gravity, or that force whereby bodies tend towards the
centre of the earth; and such also is that force, whatever it be, whichretain the planets in their course:
CHAIN or CHAINS. The links of iron which are connected to the binding that sur-
round the dead-eyes of the channels, They are secured to the ship’s side by a bolt through
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 17
the toe-link called a chain-bolt. See Sheer Draught, Plate 1, and Midship Sections,
Plate 8.
CHAIN-BOLT. A large bolt to secure the chains of the dead-eyes, for the purpose of se-
curing the mast by the shrouds. See Sheer Draught, Plate 1. and Midship Sections, Plate 8.
CHAIN-PLATES. Thick iron plates, sometimes used in merchant ships, which are. bolted
to the ship’s sides, instead of chains to the dead-eyes, as above. See Hoy, Plate 23.
CHAMFERING. Taking off the ae edge from timber or plank, or cutting the edge or
end of any thing bevel or aslope. |
CHANNELS. The broad projection or assemblage of planks, fayed and bolted to the ship’s
sides, for the purpose of spreading the shrouds with a greater angle to the dead-eyes. They should
therefore be placed either above or below the upper deck ports, as may be most convenient. But
it is to be observed that, it placed too high, they strain the sides too much; and if placed too
low, the shrouds cannot be made to clear the ports without difficulty. Their disposition will
therefore depend on that particular which will produce the greatest advantage. ‘They should
fay to the sides only where the bolts come through, having an open space of about two inches in
the rest of their length, to admit a free current of air, and a passage for wet and dirt, in order
to prevent the sides from rotting. See Sheer Draught, Plate 1, and Midship Sections, Plate 8.
CHANNEL WALES. Three or four thick strakes, worked between the upper and lower
deck ports in two decked ships, and between the upper and middle deck ports in three decked
ships, for the purpose of strengthening the topside. ‘They should be placed in the best manner
for receiving the chain and preventer bolts, the fastenings of the deck-knees, &c. See Sheer
Draught, Plate 1. and Midship Sections, Plate 8.
- CHASE. A score cut lengthwise for a tenon to be fixed in, as the tenon at the heels of pillars,
&c. chased about, as “ Chased about into the carlings.”
CHASE-PORTS. ‘The ports at the bows, or through the stern of the ship. The former are
made for the purpose of firing at an enemy a-head, and are called bow-chasers.. The latter for
the purpose of firing upon an enemy in pursuit, or for dismasting an enemy that may lie athwart
the stern in order to rake the ship. See Plans, Plates 5 and 6.
CHEEKS. Knees of oak-timber which support the knee of the head, and which thes also
ornament by their shape and mouldings. They form the basis of the head, and connect the
whoie to the bows, through which and the knee they are bolted. See Sheer Draught and Plan
of the Head, Plate 1.
Cuerexs are also the circular pieces on the aftside of the Carrick Bitts. See Windlass, Plate 7.
CHESTREES. Pieces of oak timber fayed and bolted to the topsides, one on each side,
abaft the fore-channels, with a sheave fitted in the upper part. for the convenience of hauling
home the main tack See Sheer Draught, Plate...
CHINE. That part of the waterways, which is left the thickest, and above the deck-plank.
It is bearded back that the lower seam of spirketting may be more conveniently caulked, and is
gouged hollow in front to form a watercourse. See Midshin Sections, Plate 8.
To CHINSE. To caulk slightly with a knife or chisel, those seams or openings that will not
bear the force required for caulking in a more proper manner,
D
18 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, [Book I.
CHISELS. Edged tools, too well known to require a particular description, and used in
cutting away wood, &c.
Coxtp CuiseEzs are short stout chisels made of steel, for cutting iron bolts, &c.
CHOCKS. Smaller pieces of wood used to make good some deficiency in the main piece,
as those at the heads and heels of timbers, the frame-knees, &c. See Plans, Plates 5 and 6,
and Midship Sections, Plate 8.
Cross Cuocks are larger pieces of oak timber fayed across the dead-wood and heels of the first
futtocks, to make them equal in height with the floors. In merchant ships they are seldom used,
Elm for this purpose may be used with the same advantage as oak, as along the midships it will
be equally durable and is less liable to split. See Midship Sections, Plate 8.
Cuocxs, or Rowrocxk Cuocxs of Boats, are a sort of cleat, fastened on the gunwale to support
the tholes. See Prnnace, Plate 25.
CHORD LINE. A right line drawn from*one end of a circular arch to the other. See
Circle, Fig. 2. Plate A. :
CIRCLE. A plane figure, bounded by a curve line which returns into itself, ee which is
every where equally distant from a point within, called its centre. It is the most capacious of all
plane figures, and has many curious properties, described by mathematical writers. Its boundary
is denominated the circumference, and a line. passing from side to side through the centre is
called the diameter. The proportion of the diameter to the circumference is, as unity, or one,
to 3,14159265, or nearly as '7 to 22. See Circle, Fig. 2. Plate A.
CLAMPS. Those substantial strakes worked within side the ship, upon which the ends of the
beams are placed. See Midship Sections, Plate 8.
CLAMPS, HANGING. See Haneine Cramps,
CLEAN. A term generally used to express the acuteness or sharpness of a ship’s body: as
when a ship is formed very acute or sharp forward, and-the same aft, she is said to be clean both
forward and aft.
CLEATS. Pieces of wood, of various shapes, according to their uses, either to resist
or support great weights, as Fig. 3, on Plate A, called a Wa/e-cleat; Fig. 4 and 6, Shore-
cleats ; and Fig. 6. a Tapered-cleat, bolted under beams to support them where pillars are
not used. .
CLINCHER-BUILT. A term applied to the construction of some vessels and boats, when
the planks of the bottom are so disposed, that the lower edge of every plank overlays the next
under it, and the fastenings go through and clinch or turn upon the timbers. It is opposed to
the term CarveLt-work. See Section of the Life Boat, Plate 26.
CLINCHING or Crencuine. Spreading the point of a bolt upon a ring, &c. by beating it
with a hammer, in order to prevent its drawing.
CLOSE-QUARTERS.. Strong barriers or bulkheads stretching athwart a merchant ship in
several places, and behind which the crew may retreat when boarded by an enemy. They are
therefore fitted with several small loop-holes, through which the small arms may be fired, with other
conveniences for the defence of the ship, and the annoyance of the adversary.
COACH or COUCH. An apartment before the Captain’s cabin. See Plans, Plate 6.
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 19
COAMING CARLINGS.. Those Carlings that inclose the bomb-beds of bomb-vessels, and
which are called Carlings because they are shifted occasionally:
COAMINGS. The raised borders of oak about the edge of the hatches and scuttles, which
prevent water from flowing down from off the deck. Their inside upper edge has a rabbet to re-
~ ceive the gratings. See Inboard Works, Plate 4, and Plans, Plates 5 and 6.
COAT. A covering of paint, or other materials, by which the ship’s sides, &c. are defended
from the weather. Hence we say, “ Give her a good coat of paint, pitch, &c.
COBOOSE. A small shifting kind of house or galley to cover the fire place of some merchant
ships. It generally stands against the barricade onthe fore part of the quarter-deck.
COCKPIT. That part of the after platform, under the lower deck, between the store-rooms,
where the wounded are taken down to be dressed in time of action, and where the Surgeon has a
repository for his medicines, &c. See Inboard Works, Plate 4, and Plans, Plate 5.
TO COME UP. To cast loose the forelocks or lashings of a Sett, in order to take in closer
to the plank. ;
COMPANION. In ships of war, the framing and sash lights upon the Quarter-Deck or
Round-House, through which the light passes to the Commander’s apartments; and, from the
upper deck to the Gun or Mess Room in frigates. In merchant ships it is the birthing or hood
round the ladder-way, leading to the master’s cabin, and in small ships is chiefly for the purpose
of keeping the sea from beating down. See Inboard Works, Plate 4, and Plans, Plate 6.
COMPASS TIMBER. Any timber that is curved in its shape.
COMPASSING. Crooked or Curved.
CONE. In geometry, a solid figure, having a circle for its base, and its top terminated in
a point or vertex, as Fug. 1 and 2, 7n Plate B.
When the axis of a cone is exactly vertical, or at right angles with its base, it is said
to be a ricuT-cong, as Fig. 1. When otherwise, it is called a scaLENOUS Or OBLIQUE CONE,
as Fig, 2.
A right-cone may be supposed to be generated by the revolution of a right angled triangle,
about its perpendicular leg considered as the axis. If this leg or axis be greater than the base
of the triangle, or radius of the circular base, then the cone is acute-angled, that is, the angle
at its vertex is an acute angle. If the leg oraxis be less than the base of the triangle, it will be
an obtuse angled cone ; and, if it be equal, the cone will be a right angled one. The general de-
scription of the generation of a cone may be considered thus. See Fig. 3. Plate B.
If a line AZ continually pass through the point A, turning upon that point as a joint, and
the lowér part of it be carried round the circumference BCDE of a circle; then the space inclosed
between that circle and the path of the line is a Cene. The circle BCDE being the base, A
the vertex, and the line AF from the vertex to the centre of the base, is the axis. The other
part of the revolving line, produced above A, will describe another cone, called the opposite cone,
having the same common vertex, and axis produced.
CONIC SECTIONS. ‘The various figures which arise from the section or cutting of a cone by
a plane.
The curves that generally pass under the name of Conic Sections are three, viz. the Ellipsis,
20 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
Parabola, and Hyperbola; for, although the triangle and circle are formed by the vertical and
horizontal sections of a cone, yet they are not usually considered as Conic Sections.
For, if a right cone be cut directly through its axis, the plane or superficies of that section will
be a plane isosceles triangle, as HVG, fig. 4, formed by the lines HV and VG, the sides of the
cone being the sides of the triangle; HG the diameter of the base of the cone will be the base of
the triangle ; and, its axis VC will be the perpendicular height of the same.
And, if a right cone be cut off in any part by a right line parallel to its base, the plane of that
section will be a Circle, because the base of the cone is a circle. Such is hg, fig. 4. Wig...
Ifa right cone be cut any where by a right line that cuts both its sides, but not parallel to its
base, as TS, fig. 5, the plane of that section will be an El/zpsis, commonly called an Oval; that
is, an oblong or imperfect circle, having several diameters, and two particular centres.
If any cone be cut into two parts by a right line parallel to one of its sides, as SA, fig. 6, the
plane of the section, viz. SbBABb, is called a Parabola.
If a cone be any where cut by aright line, either parallel to its axis, as SA, fig. 7, or vical
as xN, in such a manner that the intersecting line, when continued through one side of the cone,
as at S or x, will meet with the other side of the cone if it be continued beyond sg) vertex V, as
at T, then is the plane of that section, viz. SoBABb called an Hyperbola. |
These five sections, namely, the triangle, circle, ellipsis, parabola, and hyperbola, are all the
planes that can possibly be produced from a cone. But of them, the three last, as above mentioned,
are alone called Conic Sections, both by ancient and modern geometers.
From the genesis of these sections it may be observed how one section degenerates into another.
For an ellipsis being that plane of any section of the cone which is between the circle and parabola,
it will be easy to conceive that there may be great variety of ellipses produced from the same
cone; and, when the section comes to be exactly parallel to one side of the cone, then the
ellipsis degenerates into a parabola. Now a parabola being that section Whose plane is always
exactly parallel to the side of the cone, cannot vary as the ellipsis may ; for so soon as it begins
to move out of that position of being parallel to the side of the cone, it degenerates either into
an ellipsis or hyperbola. That is to say, if the section inclines towards the plane of the base
of the cone, it becomes an ellipsis; but if it inclines towards the -vertex, it then becomes an
hyperbola, which is the plane of any section that falls between the parabola and the triangle:
and, therefore, there may be as many varieties of hyperbolas produced from one and the same ~
cone as there may be ellipses. :
In short, a circle may change into an ellipsis, the ellipsis nto a parabola, the parabola into
an hyperbola, and the hyperbola into a plane isosceles triangle. And the centre of the circle,
which is its focus, divides itself into two focuses, or foci, so soon as the circle begins to degenerate
into an ellipsis: but when the ellipsis changes into a parabola, one end of it flies open, one of
its foci vanishes, and the remaining focus goes along with the parabola until the latter de-.
generates into an hyperbola. And, when the hyperbola degenerates into a plane isosceles tri-
angle, this focus becomes the vertical point of the triangle, namely the vertex of the cone. So
that the centre of the base of the cone may be said to pass gradually through all the sections
until it arrive at the vertex, still carrying its /atus-rectum along with it.
Cuap. I.) EXPLANATION OF TERMS &C, USED IN SHIP-BUILDING, 21
The latus-rectum, last mentioned, called also parameter, is that constant right line which passes
through all the three conic sections, as hg, fig. 4; TS, fig. 5; and AS in fig.6and 7. For the
diameter of a circle, being that right line which passes through its centre or focus, and by which
all other right lines drawn within the circle are regulated and valued, may be called the latus
rectum of the circle; and though it loses the name of diameter when the circle degenerates into
an ellipsis, yet it retains the name of datus rectum in all the sections, gradually shortening as
the focus carries it along from one section to another, until at last both it and the focus become
co-incident, and terminate in the vertex of the cone.
As the science of Conics is of the highest utility in the theory and practice of naval architecture,
we have entered the more fully into an explanation of “ Conic Sections.” For, from the segments
of circles, and various elliptical curves, are formed the moulds used for constructing the draughts
and plans of ships; to which may be added, that the bows of all vessels are, or should be, con-
structed from the properties of the Cone-—We now proceed to the explanation of a few sub-
ordinate terms, and the methods of delineating the three sections, in order to keep the subject
in one connected point of view. But, as it is not consistent with our plan to describe all the pro-
perties of these figures, those who wish for more information upon the subject may consult the
treatises of Dr. Hutton, and other celebrated mathematicians.
The terms which now remain to be defined are, Ordinate, Semi-ordinate, Abscisse, Transverse
and Conjugate Axes, and Parameter.
1. Orpinates. In general, a right line or lines parallel.to each other, drawn at right angles
to the axis, and reaching from one side of the section to the other, as the lines GGGG in fig. 8.
A Semi-orpinaTE is the half of an ordinate, as KG.
2. An Axsscissz, or Abscissa, is that part (AP, fig. 9.) of the diameter of a curve line intercepted
between the vertex A of that diameter and the point P, where any ordinate, or semi-ordinate,
MP, to that diameter, falls: From this definition it will appear that there are an infinite number
of variable abscisses in the same curve as well as an infinite number of ordinates. The use of
the abscisses is, in conjunction with the ordinates, to express the nature of the curves. In the
common parabola, each ordinate, as PQ, fig. 8, has but one abscisse, PA; in the ellipse the
ordinate has two abscisses, BM, MA, (fig. 10.) ; in an hyperbola, fig. 11, it has also two, but they
lie both on the same side; and in other ctirves may have more.
3. Transversr Axis and Consucatre Axis. As the axis is a right line dividing the section
into two equal parts and cutting all its ordinates at right-angles, if CB, fig. 8, be drawn so as to
cut the ordinate OPQ at right angles, and divide the section into two equal parts, then is the
line CB the axis of the section. The transverse, first, or principal axis of an ellipse, or hyperbola,
is the axis AB, which in the ellipse, fig. 10, is the longest, and in the hyperbola, fig. 11, cuts the
curves in the points A and B. The conjugate, or second, axis of an ellipsis is the line CD in
fig. 10, drawn through the centre, parallel to the ordinate, and perpendicular to the transyerse
axis AB, being the shorter of the two and terminated by the curve. The conjugate axis of an
hyperbola is the right line EF fig. 11, drawn through the centre C, parallel to the ordinates gH,
gH, and perpendicular to the transverse axis AB. In the ellipsis and hyperbola there are two axes
and no more ; and, in the parabola, only one axis,
22 EXPLANATION OF TERMS &C. USED IN SHIP-BUILDING. [Boox I.
4. Parameter. A certain constant right line, in each of the three conic sections, otherwise
called the lafus rectum, above mentioned. It is called parameter or equal measurer, because
it measures the conjugate axis by the same ratio which is between the two axes themselves, _
being a third proportional to the transverse and conjugate axes in the ellipse and hyper-
bola; and, which is the same thing, a third proportional to an abscisse and its ordinate in the
parabola. It is also equal to the double ordinate drawn through the focus of any of the three
sections,
To prscrise an Exrtpse or Exxipsts. Let AB (fig. 10.) be the transverse, GD the conjugate,
and C the centre. With the radius AC describe an arch from the point G, cutting AB in the
points Ee, which are called the two foci of the ellipse.
Assume a number of points, as fgh in the transverse AB, then with the radii Ah, Bh, ahd
centres Ee, describe the arcs intersecting in I, which will give one point in the ellipse, and so
with the radii Ag, Af, Bg, Bf, may other points be found.
And thus, by assuming a number of points, as f,g,h, in the transvérse, may be found as many ~
points II in the curve as may be desired. Then, with curve moulds, draw the figure through all
these points.
A more expeditious method is with a thread, thus : Take a thread of the length of the
transverse AB, and fasten its ends with two pins in the foci Ee, then stretch the thread, and it
will reach to F in the curve; and, by moving a pencil round within the pee keeping it always
stretched, it will trace out the ellipse.
There are other methods of describing an Ellipsis, but the above are the most general.
To prescribe or construct a Parasora.—AP (fig. 8.) being an abscisse, and PQ its given
ordinate, bisect PQ in D, join AD, and draw DB perpendicular to AD; then transfer PB to
AF and AC in the axis produced, so shall F be what is called the focus.
Draw several double ordinates GHG, &c. then with the radii CH, CF, CI, CK, &e. from the
centre I’, describe arches cutting the corresponding ordinates in the points GGG, &c. Lastly,
with curve moulds, draw the parabolic curve through all these points. |
To consTrucT or DESCRIBE an Hyprrzota. Let C (fig. 11.) be the middle of the Hyperbola,
or the middle of the transverse AB, and BD. perpendicular to AB, and equal to half the con-
jugate. ° With the radius CD describe an arch from the centre C, meeting AB, produced, in Ee,
which are the two focus points of the hyperbola.
Then, assuming several points f, g,h,i, in the transverse AB, produced, with the radii Af, Bf,
and centres Ke, describe arches intersecting in the several points k, k, which will be points in the
hyperbola, and so on with the radii Ag, Ah, Ai, Bg, Bh, Bi.
And thus, by assuming a number of points as fghi, with the transverse AB produced, there
will be found as many points K in the curve, or as many more as you please. Then, by curve
moulds, draw the hyperbolic curve through all these points.
We have before observed, that the best lines for velocity may be constructed from the curves
arising from the cone. It is for this reason that we have given the construction of the Ellipsis,
Parabola, and Hyperbola, as by these the artist may shape his moulds for delineating ships’ bodies,
or water-lines on the draught, &c.
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 23
CONOID. In geometry, a solid body generated by the revolution of a conic section about its
axis. See Conic SEcTions.
An Etxipricat Conorp is a solid formed by the revolution of an ellipsis about one of its
diameters, and more generally called a SpHerorp.
A Hanerne Conoip is formed by two cones joined together at their base, to which form a
ship’s body at the floor is somewhat similar when there is much rising.
An Hypsrso.ricat Conorp is generated by the revolution of an hyperbola about its axis, See
Hyprrzota.
A Parazoricat Conorp is generated by the revolution of a parabola abouts its axis. See
PaRraBoLa.
CONVERSION. The art of lining and moulding timber, plank, &c. with the least pos-
sible waste.
COPING. Turning the ends of iron lodging knees so as they may hook into the beams.
COUNTER. A part of the Stern; the Lower Counter being that arched part of the stern
immediately above the wing transom. Above the Lower Counter is the Second Counter, the upper
part of which is the under part of the Lights or Windows. The Counters are parted by their rails,
as the lower counter springs from the tuck-rail, and is terminated on the upper part by the lower
counter-rail. From the upper part of the latter springs the upper or second counter, its upper
part terminating in the upper counter rail, which is immediately under the Lights. See Sheer
Draught and Perpendicular View of the Stern, Plate 1.
COUNTER-MOULD. The converse of the Mould. See Movutpine.
If, when a piece of timber, moulded on both sides, as Breast-hooks, Riders, &c. is intended
to fay at once, the operation is performed thus: After one edge is accurately shaped to the
Mould, the windings or bevelling are taken square from the piece, and accurately applied to
the part to which it is to be fayed, and two or three square spots set on the counter side. - Then
the counter mould is laid on the piece, to answer the corresponding square spots, and they
agreeing, the piece may be trimmed through to the first moulding edge and will not fail to
answer.
COUNTER RAILS. The ornamented rails athwart the stern into which the counters
finish: See Sheer Draught and Perpendicular View of the Stern, Plate 1.
COUNTER-SUNK. The hollows in iron-plates, &c. which are excavated by an instrument
called a Counter Sunk Bitt, to receive the heads of screws or nails so that they may be flush or
even with the surface.
COUNTER TIMBERS. The right-aft timbers which form the stern. The longest run up
and form the lights, while the shorter only run up to the under part of them, and help to
strengthen the counter. ‘The side counter timbers are mostly formed of two pieces scarphed
together in consequence of their peculiar shape, as they not only form the right-aft figure of the
stern, but partake of the shape of the topside also. See Sheer Draught and Perpendicular
View of the Stern,-Plate 1.
COVE. The arched moulding sunk in at the foot or lower.part of the taffarel. See Sheer
Draught and Perpendicular View of the Stern, Plate 1.
24 _ EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. ~. [Book I.
CRAB. A sort of little Capstan, formed of a kind of wooden pillar, whose lower end works
in a socket, whilst the middle traverses or turns round in partners which clip it in a circle. In its
upper end are two holes to receive bars, which act as levers, and by which it is turned round and
serves as a capstan for raising of weights, &c. By a machine of this kind, so simple in its ¢on-
struction, may be hove up the frame timbers, &c. of vessels when building. For this purpose
it is placed between two floor timbers, while the partners which clip it in the middle may be of
four or five inch plank fastened on the same floors. A block is fastened beneath in the slip, with
a central hole for its lower end to work in. Besides the Crab here described, there is another
sort, which is shorter and portable. ‘The latter is fitted in a frame composed of cheeks, across
which are the partners, and at the bottom a little platform to receive the spindle. See the
Jigures of Crabs, Plate C.
CRADLE. A strong frame of timber, &c. placed under the bottom of a ship in order to
conduct her steadily in her ways till she is safely launched into water sufficient to float her. See
Frigate and Launch, Plate 9.
CRANK. A term applied to ships built too deep in proportion to their breadth, and from
which they are in danger of over-setting.
CRANKS. Pieces of iron shaped as an elbow, &c. and attached to the beams of the quarter.
deck for the capstan bars to be stowed thereon; (See Midship Sections, Plate 8.) or which are
driven in the upper part of the taffarel, to support the stern lanterns. See Sloop of War,
Plate 10.
CROAKY. A term applied to plank when it curves or compasses much in short
lengths.
CROSS-CHOCKS. See Cuocks.
CROSSSPALES. Deals or fir plank nailed in a temporary manner to the frames of the ship
at a certain height, and by which the frames are kept to their proper breadths, until the deck-
knees are fastened. ‘The main and top-timber breadths are the heights mostly taken for spalling
the frames, but the height of the ports is much better, yet this may be thought too high ee the
ship is long in building.
CROSS-PIECES. The pieces of timber bolted athwartships to the Bitt-pins, for taking turns
with the cable, or belaying ropes to. (See Inboard Works, Plate 4, and Plans, Plate 5 and 6.)
Also a rack, with belaying pins through it, extending from the Carrick-bitts over the Windlass
of a merchant ship.
CROW. An iron lever used to prize about the timbers, or any weight, particularly when in
such a situation as not to be handled. Crows are of various sorts, some are opened at the end
with a claw for drawing nails, others have a moveable staple at the end for drawing small bolts or
large nails. The latter are commonly called Engine Crows.
CROW-FOOT. The same as Beam-Arm. See Beam-Arm.
CRUTCHES or CLUTCHES. The crooked timbers fayed and bolted upon the feamtaine
abaft for the security of the heels of the halftimbers.- (See Jnboard Works, Plate 4.) Also
stantions of iron or wood whose upper parts are forked to receive rails, spare masts, yards, &c,
See Yacht, Plate 12.
Cuap. I.] EXPLANATION OF TERMS &C. USED IN SHIP-BUILDING. 25
CUDDY. The Cabin abaft, under the roundhouse of East India ships, for the Captain’s
apartment. See Plate 15.
CUP. A solid piece of cast-iron, let into the step of the Capstan, and in which the iron
spindle at the heel.of the capstan works. See Capstan, Plate 7.
CURVE. In geometry, aline which, running in several directions, may be cut by a right
line in more points than one.
For Inriection of a Curve, see INFLECTION.
For the genesis of particular curves, as the Epicycloid, Cycloid, &c. see the respective articles
in the alphabetical arrangement.
CUTTER. A swift sailing vessel with one mast, more particularly described hereafter. For
the Cutters of Ships, see Boars.
CUTTER-BRIG. See Bric.
CUTTING-DOWN LINE. The elliptical curve line, forming the upperside of the floor-
timbers at the middle line. Also the line that forms the upper part of the Knee of the Head
above the Cheeks. See Sheer Draught, Plate 1, on which the cutting down line is represented
~ as limiting the depth of every floor timber at the middle line, and also the height of the upper part
of the dead wood afore and abaft.
~ CUTWATER. The Knee of the Head. See that Article.
CYCLOID. In geometry, a curve of the transcendental
kind, called also ¢rochozd. It is generated in the following eer. ea
manner, If the circle CDH roll on the given strait line fy \\
AB, so that all the parts of the circumference be applied to B
it one after another, the point C that first touched the line AB in A, by a motion thus compounded
of a circular and rectilinear motion, will describe the curve ACB, called the Cyclotd.
CYLINDER. In geometry, a solid body, in form of a rolling stone, supposed to be generated
by the rotation of a parallelogram about one of its sides,
DAGGER. A piece of timber that faces on to the poppets of the bil geways, and crosses them
diagonally, to keep them together. The plank that secures the heads of the poppets is called
the Dagger Plank. The word Dagger seems to apply to any thing that stands diagonally or
aslant. See Frigate and Launch, Plate 9. 3
DAGGER-KNEES. Knees to supply the place of hanging knees. Their side arms are
brought up aslant or nearly to the underside of the beams adjoining, They are chiefly used to
the lower deck beams of merchant ships, in order to preserve as much stowage in the hold as
possible. Any strait hanging knees not perpendicular to the side of the beam are in general
termed Dagger-Knees.
DAGGER-PLANK. See Daacer, above.
DATA, in mathematics, are such things or quantities as are given or known, or assumed as
known, in order to find thereby other things that are unknown.
~ DAVIT. A short beam of fir, trimmed eight square towards the outer-end, and used as acrane
whereby the flukes of the anchor are hoisted to the Gunwale without injuring the planks of the side.
E
26 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
DEAD-DOORS. Doors made of whole deal, with a slit deal lining, fitted in a rabbet to the
outside of the gallery doors, and bolted within side, to prevent the water from flowing into the
ship in case the quarter gallery should be carried away.
DEAD-EYES. Oblate pieces of elm, fixed at the outer edges of the Channels, with three’ ~
holes in each of them, through which the laniards of the ee are reeved. See Sheer Draught,
Plate 1, and Sections, Plate 8.
DEAD-FLAT. A name given to that timber or frame which has the greatest breadth and
capacity in the ship, and which is generally called the Midship Bend. In those ships where there
are several frames or timbers of equal breadth or capacity, that which is in the middle should be
always considered as Dead-Fiat, and distinguished as such by this character ®. The timbers before
Dead-Flat are marked A, B,C, &c. in order; and those abaft Dead-Flat by the figures 1,2, 3,
&e, The Timbers adjacent to Dead-Flat, and of the same dimensions nearly, are distinguished
by the characters (A) (B) &c. and (1) (2) &c. See Sheer Draught, Plate 1.
DoAD-LIGHTS, Shutters for the stern and gallery lights, to prevent the water from gushing
into the ship in a high sea. They are made of whole deal, with slit deal linings, fitted on the
outside, and bolted or otherwise fastened within, in bad weather.
DEAD-RISING, or Risine Live of the FLoor. Those parts of the floor or bottom, through-
out the ship’s length, where the sweep or curve at the head of the floor timber is terminated or
inflects to join the keel. Hence, althofigh the rising of the floor at the midship-flat is but a few
inches above the keel at that place, its height forward and aft increases according to the sharp-
ness of form in the body. Therefore the rising of the floor in the sheer plan, is a curve line ;
drawn at the height of the ends of the floor timbers; and limited at the main frame, or dead-flat
by the dead rising: appearing in flat ships nearly parallel to the keel for some timbers afore and
abaft the midship frame ; for which reason these timbers are called fats: but in sharp ships it
rises gradually from the main frame, and ends on the stem and post.
DEAD-WATER. The eddy water which the ship draws after her at her seat or line of float-
ation in the water, particularly close aft. ‘To this particular great attention should be paid in
the construction of a vessel, especially in those with square tucks, for such being carried too low
in the water, will be attended with great eddies or much dead-water. Vessels with a round
buttock have but little or no dead-water, because, by the rounding or arching of such vessels
abaft, the water more easily recovers its state of rest. See the following Chapter on the Action
of Fluids, &c.
DEAD-WOOD. That part of the basis of a ship’s body, forward and aft, which is
formed by solid pieces of timber scarfed together lengthwise on the keel. “These should be suf-
ficiently broad to admit of a stepping or rabbet for the heels of the timbers, that the latter may
not be continued downwards to sharp edges; and they should be sufficiently high to seat the
floors. Afore and abaft the floors the dead-wood is continued to the cutting down line, for
the purpose of securing the heels of the Cant-timbers. See Sheer Draught, Plate 1.
DEAD WORK. See Supernatant.
DEALS. Fir Wood, of similar thickness to Plank. s
DECKS. The Decks are in a ship what floors are in a house. They are to support the
Cuap., I.] EXPLANATION OF TERMS, &C. USED IN SHIP-bUILDING, Q7
artillery, stores, &c. and, with the beams, to connect the ship together. Their names arise from
their situation, as Lorwer-Deck, Middle-Deck, Upper-Deck, and Quarter-Deck. When a deck
stretches fore and aft upon one line, without any falls or intervals, it is called a Flush-Deck. ‘Vhe
space before the fore-most bulkhead, under the Quarter-Deck, is often called the Half-Deck ;
and, in some North Country ships, the steerage is frequently called by this name. See Plans
of the Decks, Plates 5 and 6.
DEEP-WAISTED. A term signifying that the height of the topsides is much above the
upper deck as they are in most vessels in the Royal Navy.
DEPTH in the Hop. The height between the floor and the lower deck. This is one of
the principal dimensions given for the construction of a ship. It varies according to the height
at which the guns are required to be carried from the water ; or, according to the trade for which
a vessel is designed.
DIAGONAL LINE. A line cutting the body-plan diagonally from the timbers to the
middle line. It is square with, or perpendicular to, the shape of the timbers, or nearly so, till it
meets the Middle Line. See Body Plan, Plate 1.
DIAGONAL RIBBAND._ A narrow plank, made to a line formed on the Half-breadth-
plan, by taking the intersections of the diagonal line with the timbers in the body-plan to where
it cuts the middle line in its direction, and applying it to their respective stations on the Half-
breadth-plan, which forms acurve to which the ribband is made as far as the Cant Body extends,
and the square frame adjoining. See Riszanps. See also the Frontispiece.
DISPOSITION. A draught or drawing representing the several timbers that compose the
frame of the ship, so that they may be properly disposed with respect to the ports, &c. See
Disposition of the Frame, Plate 2.
_ DOG. Aniron implement used by shipwrights, having a fang at one, or sometimes at each,
end, to be driven into any piece for supporting it while hewing, &c. Another sort has a fang in
one end and an eye in the other, in which a rope may be fastened, and used to haul any
thing along.
DOG SHORE. A Shore particularly used in Launching. See Frigate and Launch, Plate 9.
DOUBLING. Planking of ships’ bottoms twice. It is sometimes done to new ships when
the original planking is thought to be too thin ; and, in repairs, it strengthens the Ship; without
driving out the former fastenings.
DOVE-TAIL. A score at the end of a piece of wood resembling the end of a dove’s tail, and
into which a corresponding piece is fitted. It is cut larger within than without for the purpose
of holding the two pieces together the more firmly. See Half Breadth Plan of the Cutter,
Plate \A.
DOVE-TAIL PLATES. Metal plates, formed like Dove-tails, and used to confine the
heel of the stern-post and keel together. See Frigate and Launch, Plate 9,
DOWSING CHOCKS. | Pieces fayed athwart the Apron and lapped on the Knight-heads or
inside stuff above the upper deck.
DRAUGHT. The drawing or design of the ship, upon paper, describing the different parts,
28 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I,
and from which the ship is to be built. It is mostly drawn by a scale of one quarter of an inch
to a foot, so divided or graduated that the dimensions may be taken to one inch, See Sheer
Draught, Plate 1
DRAUGHT or WATER. The Depth of water a ship Aidjsidods when she is afloat. See
Sheer Draught, Plate \. . x!
DROP. The fall or declivity of a deck, which is generally of several inches. Drops are also
small foliages of carved work in the stern-munions, &c.
DRIFT-PIECES. Solid pieces, fitted at the drifts, to form the scroles.. They are commonly
mitered into the gunwale, but should rather be let in with square butts, as. the caulking will
stand better. See Sheer Draught, Plate 1.
DRIFTS. Those parts where the sheer is raised according to the heights of the decks or
gangways, and where the rails are cut off and ended by scroles. See Sheer Draught, Plate 1.
DRIVER. The foremost spur on the bilgeways; the heel of which is fayed to the foreside of
the foremost poppet, and cleated on the bulgeways, and the sides of it stand fore and aft. It
is now seldom used.
DRUMHEAD. The head of a capstan, formed of semi-circular pieces of a which, framed
together, form the circle into which the capstan-bars are fixed. See Capstan, Plate 7.
DRUXEY. A state of decay in timber with white spungy veins, the most deceptive of
any defect.
DUBBING. Working with an adze.
DUMB PINTLE. See Pint te.
DUNNAGE-BATTENS. Pieces of oak or fir, about two inches square, nailed athwart the
flat of the orlop, to prevent wet from damaging the cables, and to admit air. Dunnage battens
are also used in Sail-rooms, and in Magazines, so as to form a vacant space beneath the sails
and powder barrels. Dunnace, in general, signifies light wood, or similar materials, used to
elevate the stowage.
EARS of Boats. The knee-pieces at the fore-part on the outside, at the height of the Gun-
wale. See Launcu, Plate 25.
EDGING of PLANK. Sawing or hewing it narrower. __
EKEING. Making good a deficiency in the length of any piece by scarphing or butting,
as at the end of deck-hooks, cheeks, or knees. The Exeing at the lower part of the Supporter
under the Cathead, is only to continue the shape and fashion of that part, beimg of no other
service. We make this remark because, if the Supporter were stopt short without an ekeing, it
would be better, as it causes the side to rot, and it commonly appears fair to the eye in but
ene direction. ‘The Exerne is also the piece of carved work under the lower part of the Quarter-
piece at the aft part of the Quarter-gallery. See ‘Sheer Draught, Plate 1, and Plans,
Plates 5 and 6.
ELEVATION. The orthographic draught, or perpendicular plan of a ship, whereon the
heights and lengths are expressed. It is called by shipwrights the SHezer-Draveut. See Plate 1.
Cuap. I.] EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. 29
ELLIPSIS or Eturse, A curve returning into itself, and produced by the section of a Cone
by a plane cutting both its sides, but not parallel to its base. See Conic SEcTIONs.
ELLIPTIC or ELLIPTICAL. Belonging to, or having some property of the Ellipsis.
ELLIPTICAL COMPASSES. A mathematical instrament or machine for describing with
facility the figure of an ellipsis.
ENTRANCE. A term applied to the fore part of the ship under the load-water line ; as,
*«« She has a fine entrance,” &c.
EPICYCLOID. In geometry, a curve generated by the revolution of a point of the periphery
of a circle, by its rolling along the convex or concave side of the periphery of another circle, in
the same manner that the Cycloid is described by the motion of a circle on a strait line. See
CycLoip.
EVEN KEEL. A ship is said to swim on an even keel when she draws the same quantity
of water abaft as forwards.
EYE-BOLT. See Botts.
FACE-PIECE. A piece of elm, generally tabled on to the fore part of the Knee of the
Head, to assist the conversion of the main piece, and likewise to shorten the upper bolts,
and prevent the cables from rubbing against them as the knee gets worn. See Sloop of War,
Plate 19.
FACING. Letting one piece, about an inch in thickness, on to another, in order to
strengthen it.
FAIR. A term to denote the evenness or regularity of a curve or line.
FALL. The descent of a deck from a fair curve lengthwise, as frequently in the upper deck
of yachts, or merchant ships, to give height to the commander’s cabin, and sometimes forward
at the hawse-holes.
FALLING-HOME, or, by some, Tumsunc-Home. The inclination which the topside has
within from a perpendicular. See Fiairine.
FALSE-KEEL. A second keel, composed of elm-plank, or thick stuff, fastened in a eae)
manner under the main keel, to prevent it from being rubbed. _ Its advantages also are, that, if
the ship should strike the ground, the false keel will give way, and thus the main keel will be saved ;
_and it will be the means of causing the ship to hold the wind better. See Sheer Draught, Plate 1.
FALSE-POST. A piece tabled on to the aft part of the heel of the main part of the stern
post. It is to assist the conversion and preserve the main post should the ship tail aground.
See Sheer Draught, Plate 1.
FALSE-RAIL. A rail fayed down upon the upper side of the main, or upper rail of the
-head. It is to strengthen the head-rail, and forms the seat of ease at the after end next
the bow.
FASHION PIECES. The timbers so called from their fashioning the after part of the ship in
the plane of projection, by terminating the breadth and forming the shape of the stern. They
are united to the ends of the transoms and to the dead-wood. See Sheer Draught, Plate 1, and
Laying-off; Plate 4.
50 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Beox I.
To FAY. To join one piece so close to another that there shall be ne perceptible space
between them.
FENDERS. Two pieces of oak plank fayed edgeways, perpendicularly, against the topsides
abreast the main hatchway, to prevent the sides of the ship from being rubbed by the hoisting
of any thing on board. It appears, however, from the construction of these Fenders, that their
only use, in the Royal Navy, can be, when any thing is to be parbuckled up the side; and, as
this is very uncustomary, most weights being hoisted on board by the yard-tackles, or a derrick,
so that the articles never touch the sides, they are of little use, and had better be dispensed
with, as they are the means of rotting the sides in the parts on which they are affixed. See
Sheer Draught, Plate 1.
FIFE-RAIL. A rail formerly let over the timber heads above the Plank-sheers of the quarter-
deck and forecastle, and formerly worked similar to the plank-sheer, but lately planked up to it,
excepting the Taffarel Fife Rail. See Stern, Plate 1.
FIGURE. The principal piece of carved work or ornament at the head of the ship. See
Sloop of War, Plate 10.
FILAMENT or a Srream. See StREaM.
FILLING ROOM. A small place in the Magazine, and lined with lead, and wherein
the powder is started loosely to fillthe cartridges. See Plans, Plate 5.
FILLING-TIMBERS. The intermediate timbers between the frames that are gotten up
into their places singly after the frames are:ribbanded and shored. See Disposition, Plate 2.
FILLINGS. Pieces of fir fayed between the cheeks of the Head ; and the pieces in general,
to which no particular denomination is otherwise given, applied or affixed wherever solidity is
required : suchas those, of oak, between the floors to which the kelson is fayed; and, between
the timbers, to receive the chain and preventer bolts, &c. |
FINISHINGS. The carved ornaments of the Quarter Galleries. Those below the lower
stool are called the Lower-finishings ; and those above the upper stool, the Upper-finishings.
See Sheer Draught, Plate 1. |
FIRE HEARTH. The fire-place and conveniencies in the Gallery for cooking the provisions
for the people. It is composed of a grate, iron-boilers, ovens, a smoke-jack, &c.
FISH-ROOM. A place parted off in the after-hold, by bulkheads, between the Spirit-Room,
Bread-Room, and Powder-Room. It was formerly used for stowing the salt-fish to be consumed
on board, a practice long since discontinued. It is now used for the stowage of coals, and some-
times for spirits, when the ship is destined for along voyage. See Inboard Works, Plate 4.
FIXED-BLOCKS. Those blocks that come through the sides and are bolted, as the Sheet,
Tack, and Brace, Blocks. See Biocxs. See also Disposition of the Frame, Plate 2.
FLAIRING. The reverse of Falling or Tumbling-Home. As this can be only in the fore-
part of the ship, it is said that a ship has a flairing-bow, when the topside falls outward from a
perpendicular. Its uses are, to shorten the Cathead, and yet keep the anchor clear of the bow.
It also prevents the sea from breaking in upon the Forecastle.. See the Sloop of War,
Plate 10. | | , ar
FLATS. A name given to the timbers a-midships that have no bevellings, and are similar to
Cuap. I.] EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. $1
dead-flat, which is distinguished by this character ®. See Deap-ruat, See also Sheer
Draught, Plate 1.
FLEXURE. The bending or curving of a line or figure. See Inrtectep Curves.
FLIGHT. A sudden rising, or a greater curve than sheer, as the cheeks, Catheads, &c.
FLIGHT of the TRANSOMS. As the ends or arms of the transoms, being gradually closed:
in proportion to their distance from the Wing transom, downwards, become more narrow as they
approach the keel, the general figure or curve which they thus describe, similar to the rising of
the Floors, is called the Flight of the Transoms. i
FLOOR. The bottom of a ship, or all that part on each side of the keel which ap-
proaches nearer to a horizontal than a perpendicular direction, and whereon the ship rests whew
aground,
FLOOR-HOLLOW. The inflected curve that terminates the floor next the keel, and to which
the floor hollow mouldismade. See Moulds, Plate 1 of Laying-off-
FLOOR-RIBBAND. The ribband next below the floor-heads which supports the floors.
This ribband should be well shored, and great pains should be taken. to keep it fair and level, as.
the whole fabric depends very much thereon. See Plate 1, of Laying-off.
FLOOR SWEEPS. ‘The Radii that sweep the heads of the Floors.. See Frames. See also
Sheer Draught and Body Plan, Plate 1.
FLOORS, or FLoor Timsers. The timbers that are fixed athwart the keel, and upon which
the whole frame is erected. They generally extend as far forward as the fore-mast, and as far
aft as the after square timber ; and, sometimes, one or. two cant-floors are-added. See Frames.
See also Midship Sections, Plate 8.
FLUSH. With a continued even surface: As a FLUSH DECK, which is a deck upon one
continued line, without interruption, from fore to aft.
FOCUS, in geometry and conic sections. Certain points in the parabola, ellipsis, and hy-
perbola, where the rays reflected from all parts of these curves concur and meet. See Conic
SECTIONS.
The Foci of an Extirsis are two points in the longest axis, from: which, as centres, the figure:
is described.
If from the Foci two right lines be drawn, meeting each other in the periphery of the ellipsis,
their sum will be equal to the longest axis; and therefore when an ellipsis and its two axis are
given, and the foci are required, you need only take half the longest axis with compasses, and
setting one foot in the end of the shorter, the other foot will cut the longer in the focus
required.
The Focus of an uyprrzoxa is that point in the axis through which the datus rectum passes ;
when, if any tworight lines are drawn meeting in either of the opposite hyperbolas, their dif-
ference will be equal to the principal axis.
The Focus of a parazota, is a point in the axis within the figure, distant from the vertex one
fourth part of the latus rectum.
FOOT SPACE RAIL. The rail that terminates the foot of the balcony, and in which.
32 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, [Boox Ke
the ballasters step, if there be no Pedestal Rail. It rabbets over the ends of the deals of the deck.
See Sheer Draught and Perpendicular View of the Stern, Plate 1.
FOOT-WALING, or Furrune, or Cemine. The inside plank of the ae s bottom. See
Midship Sections, Plate 8.
FORE. The distinguishing character of all that part of a ship’s frame and materials which lie
toward the stern.
FORE and AFT. In the direction of the ship’s length from head to stern.
FORE BODY. That part of the ship’s body, afore the Midships or Dead-flat. See Bopiss.
This term is more particularly used in expressing the figure or shape of that part of the ship.
See Body Plan, Plate 1
FORE-CASTLE. The short deck above the upper deck forward. See Plans, Plate 6.
FORE-FOOT. The foremost piece of the Keel. See Sheer Draught, Plate 1.
FORE-LOCK. A thin circular wedge of iron, used to retain a bolt in its place, by being.
thrust through a mortise hole at the point of the bolt.. It is sometimes turned or twisted round
the bolt to prevent its drawing.
FORE-MOST. Nearest to the head of the ship.
FORE PEEK. Close forward under the lower deck. See Inboard Works, Plate 4, and esta
Plate 5.
FORK-BEAM. See Beams. ,
FORWARD. In the fore-part of the ship.
FRAMES. The bends of timber which form the body of the ship; each of which is composed
of one floor-timber, two or three futtocks, and a top-timber on each side; which, being united.
together, form the frame. Of these frames, or bends, that which incloses the greatest space is
called the midship or main frame or bend. The arms of the floor timber form a very obtuse angle ;
and in the other frames, this angle decreases or gradually becomes sharper, fore and aft, with
the middle line of the ship. Those floors which form the acute angles afore and abaft are called
the Rising Floors. See Body Plan, Plate 1,and Midship Sections, Plate 8.
A frame of timbers is commonly formed by arches of circles called Szveeps, of which there are
generally five: 1st. The Floor Sweep, which is limited by a line in the Body Plan perpendicular
to the plane of elevation, a little above the keel; and the height of this line above the keel is
called the Dead Rising. The upper part of this arch forms the head of the floor timber. 2nd.
The Lower Breadth Sweep ; the centre of which is in the line representing the lower height of
breadth. 3rd. The Reconciling Sweep ; this sweep joins the two former, without intersecting
either ; and makes a fair curve from the lower height of breadth to the rising line. If a straight
line be drawn from the upper edge of the keel to touch the back of the floor sweep, the form of
the midship frame below the lower height of breadth will be obtained. 4th. The Upper Breadth
Sweep ; the centre of which is in the line representing the upper height of breadth of the timber.
This sweep described upwards forms the lower part of the top timber. 5th. The Zop-Timber
Sweep, or Back Sweep, is that which forms the hollow of the top-timber. This hollow ‘is, however,
very often formed by a mould, so placed as to touch the upper breadth sweep, and pass through
Cuap. I.] EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, 33
the point limiting the half-breadth of the top-timber. See Disposition of the Frame, Plate2. See
also the Frontispiece. :
FRAME TIMBERS. _ The various timbers that compose a frame bend ; as the floor timber,
the first, second, third, and fourth, futtocks, and top timber, which are united, by a proper
shift, to each other, and bolted through each shift. They are often kept open, for the advantage
of the air, and fillings fayed between them in wake of the bolts. Some ships are composed of
frames only, and are supposed to be of equal strength with others of larger scantling. Sec
Disposition, Plate 2. See also Midship Sections, Plate 8.
FRIEZING. The ornamental carving or painting above the drift-rails, and likewise round
the stern or bow. It is generally a representation of foliage or emblematic trophies.of war, &c.
FULCRUM. The prop of support ofa lever in lifting or moving a heavy body.
FURRENS. Pieces to supply the deficiency of timber the moulding way.
FUTTLING. See Foorwatine.
FUTTOCKS. The separate pieces of timber of which the frame timbers are composed. They
are named according to their situation, that nearest the keel being called the first futtock, the
next above, the second futtock, &c. Sce Frames. See also ALidship Sections, Plate 8.
GALLERY. The long narrow compartment, or balcony, projecting from the stern and
quarters of a large ship. “The Stern gallery is usually decorated with a ballustrade. See QuARTER
Gauteries. See-also Sheer Draught, Plate 1.
GALLEY. The place appointed for the fire-hearth and the use of the cooks. It is generally
under the Forecastle or the fore part of the ship. See Plan of Upper Deck, Plate 6.
GAMMONING-HOLE. A mortise hole cut through the knee of the head, between the .
cheeks, through which the rope passes that gammons the bowsprit. See Sloop of War,
Plate 10.
GANGBOARDS. The narrow platforms within the sides, next the Gunwales, which connect
the quarter deck to the forecastle. Each is composed of three or four Prussia deals fayed and
bolted together edgewise. See Plan of Quarter Deck and Forecastle, Plate 6.
GANGWAY. The entrance into the ship by the steps on the side, which, of course, is best
when flush with the quarter-deck. Sce Sheer Draught, Plate 1, and Plan of Quarter Deck and
Forecastle, Plate 6. ft
A Fixr Ganeway is a continuation of the quarter-deck to a knee before it, so as to form the
gangway when the quarter-deck of itself reaches not forward enough. There is sometimes
a fixed gangway, made at the aft part of the forecastle in large ships, when the waist is longer
than the customary length of a deal. See Plan of Quarter-Deck and Forecastle, Plate 6.
GARLANDS. Sce Suot-Gartanps.
GARBOARD STRAKE. That strake of the bottom which is wrought next the keel, and
rabbets therem. See Planking, Plate 3.
GENESIS, among mathematicians, signifies the formation or production of some figure or
quantity. |
. GENERATING LINE, or Ficurz, in Geometry, is that line, which by its motion produces
F
34 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, [Boox I,
any plane or solid figure. Thus aright line moved any way parallel to itself generates a paral-
lelogram ; moved round a point in the same plane with one end fastened in that point, it generates
a circle. One entire revolution of a circle, in the same plane, generates the cycloid; and the
revolution of a semi-circle round its diameter generates a sphere. See Cycioip and SpHere.
GOOGINGS or Gupcrons, The hinges upon which the rudder traverses. See Rudder, in
Sheer Draught, Plate 1, Also the the metal pieces upon which a windlass works,
GOOSE-NECK, A large iron hook fixed with a strap at the after end of thes main channel
to stow the studding-sail boom in.
A SHIFTING GOUSE NECK is a sort of iron cleat confined near the foremost end of the Tiller by
means of thin iron plates, one on each side, which are bolted through the tiller, so that the goose~
neck may move forward between the plates as ina grove. Its use is to shift forward as the
tiller may shrink and go-aft, to be kept fast in the rudder. The goose-neck is fastened by two
screw eye-bolts, which go through it, and jamb it upon the tiller. Sec the Tiller and Goose-
neck in the Inboard Works, Plate 4, and Upper Deck Plan, Plate 6.
GRAIN-CUT. Cut athwart the grain; as when the grain of the wood does not partake of
the shape required. For instance, if a knee be cut out of a broad straight grained plank, it is
evident that the grain being cut across, would be very short in one or both the arms.
GRATINGS. The lattice coverings of the hatchways, which are made with openings to
admit air, or light, by cross battens and ledges. ‘The openings should never be so large as to
admit the heel of a man’s shoe, as they may otherwise endanger those who pass over them.
GRAVITY. That quality by which bodies naturally tend downwards and towards a centre.
Gravity may be considered as a property of matter, which, although not essential, is universal ;
und, in one sense, inseparable from it. That is, all matter, however modified, and all baie:
have a gravitation or attraction towards each other.
All bodies on or near the Earth havea gravity, or weight, or a tendency towards its centre, or.
at least perpendicular to its surface ; and this law is found universally to hold with respect to all
known bodies and matter in nature. It is therefore acknowledged as a principle or law of nature,
that all bodies, and all the particles of all bodies, mutually gravitate towards each other.
Bodies immersed in fluids have two kinds of gravity, the one absolute and the other relative,
By the former is meant the whole force wherewith a body tends downwards ; and, by the
latter, the excess of gravity whereby a body tends downwards more than the fluids which
surround it.
Sreciric Gravity, called. also relative, comparative, and spud gravity, is that by which
one body is said to be heavier or lighter than another of a different kind. Thus lead is said to
be specifically heavier than cork ; because, supposing an equal bulk of each, the one would be
heavier than the other.
Hence it follows, that a body specifically heavier than another is also more dense; that is,
contains a greater quantity of matter under the same bulk, because bodies weigh in proportion
to the quantity of matter they contain.
Ifa solid be immersed in a fluid of the same specific gravity with itself, it will remain sus-
pended therein, in whatever part of the fluid it is placed ; but, if the body immersed is specifically
Cuar. I.) EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, 35
heavier than the fluid, it will subside to the bottom. On the contrary, if the body is specifically
lighter than the fluid, it will rise to the top.
A body being laid on the surface of a fluid specifically heavier than itself sinks in it till the im-
mersed part has displaced a quantity of fluid whose weight is equal to that of the whole body ;
and a body suspended in a fluid specifically lighter than itself loses a part of its weight equal to that
of the fluid of the same bulk. See Speciric Gravity,
GRIPE. A piece of elm timber that completes the lower part of the mine of the head, and
makes a finish with the fore-foot. It bolts to the stem, and is farther secured by two plates of
copper in form of a horse-shoe, and therefrom called by that name. See Sheer Draught, Plate \.
GROMMETS ror Boats. Wreaths of rope which confine the oars to the pins in the
Gunwale. ‘
- GROUNDWAYS. Large pieces of timber, generally defective, which are laid upon piles
driven in the ground, across the dock or slip, in order to make a good foundation to lay the
blocks on, upon which the ship is to rest.
GUARD-IRONS. Carved or arched bars of iron fixed over the carved work of Yachts, &c
particularly over the head and quarter pieces, to prevent their being damaged.
GUNNER’s STORE-ROOM. See Strore-Rooms, |
GUN-ROOM. The after part of the lower deck, parted off for the accommodation of the
subaltern officers. See Plans, Plate 5.
GUNWALE. That horizontal plank which covers the heads of the timbers between the
main and fore drifts. See Sheer Draught, Plate 1.
GUY. A rope extended from the head of sheers, and made fast at a distance on each side,
ayae which they are kept steady.
HAIR BRACKET. The moulding which terminates the fore ends of the head rails, comes
at the back of the figure, and breaks in fair with the upper cheek. See Sheer Draught, Plate 1..
HALF-BREADTH PLAN. See Pray.
HALF-BREADTH or tue RISING. A curve in the Floor plan, which limits the distances
of the centres of the floor sweeps from the middle line of the body plan. See Half-Breadth
Plan, Plate 1.
HALF-PORTS. A sort of shutters made of deal, and fitted to the stops of those ports which
have no hanging lids. ‘They have a hole cut in them for the gun to go through.
HALF-TIMBERS. The short timbers in the cant bodies which are answerable to the lower
futtocks in the square body. See Disposition, Plate 2.
HAMMACOE or HAMMOCK RACKS. The battens nailed to the sides of the beams,
and to which the sailors hang their hammocks and bedding.
HAMMERS. The tools used by shipwrights for driving nails and drawing bolts. Claw-
Hammers are the most convenient for the former purpose, having a claw at one end to draw
the nail out if it splits or rucks in driving. Clench Hammers should be made of hard steel, with
one flat end for clenching, and a face for smoothing the clench.
HANCE or HANCH. A sudden fall or break, as from the drifts forward and aft to the
36 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, [Boox I.
waist. Also those breaks in the rudder, &c. at those parts where it suddenly becomes narrower,
See Sheer Draught, Plate 1
HANDSPEC. A sided bar, made of tough sds, and used as a lever to prize or remove
great weights.
HAND SCREWS or JACKS, double or single. The Engine repre-
sented in the margin, used to cant beams or other weighty timbers.
It consists of a box of elm, containing cogged iron wheels, of increasing
powers. The outer one, which moves the rest, is put in motion by a
winch on the outside, and is called either single or double, according to its
increasing force. The outer figure here shewn represents the inside work
separately.
-HANGING. Declining in the middle part from a horizontal right line, as the wre co: of
the decks, hanging of the sheer, &c.
HANGING-CLAMP. A semi-circular iron, with a foot at each end, to receive nails, by
which it is fixed to any part of a ship, to hang stages to, &c.
HANGING-KNEE. Those knees against the sides whose : arms hang vertically or perpendi-
cular. See Midship Sections, Plate 8.
HARPINS. Pieces of oak, similar to ribbands, but trimmed and bevelled to the shape of
the body of the ship, and holding the fore and after cant bodies together until the ship is planked.
But this term is mostly applicable to those at the. bow ; hence arises the phrase “ clean and full
harpin,” as the ship at this part is more or less acute. See Plate 8 of Laying-off.
HARRIS-CUT. This term is applied when the edges of planks are cut to an under beyelling,
to fay one on another, as the birthing or sides of the well, so that no ballast mgs get in at the joints.
HATCHES. The covering for the Hatchways.
HATCHWAYS. The Square or oblong openings in the middle of the decks, for the con-
venience of lowering down goods ; forming also the passages from one deck to another and into
the Hold, &c. See Plans of Decks, Plates 5 ané 6.
HAWSE-HOOK. The Breasthook over the Hawse-holes. See Inboard Works, Plate 4.
HAWSE-PIECES. ‘The timbers which form the bow of the ship, whose sides stand fore and
aft, or nearly so; that is, parallel to the middle line of the ship. See Disposition, Plate 2, and
Plate 7 of Laying-off.
HEAD. The upper end of any thing; but more particularly applied to all the work fitted
afore the stem, as the Figure, the Knee, Rails, &c. See Sheer Draught, Plate 1.
A Scrott Heap signifies that there is no carved or ornamental figure at the head, but that
the termination is formed and finished off by a volute, or scroll turning outwards, A Fippie
Heap signifies a similar kind of finish, but with the scroll turning aft or inwards.
HEAD-LEDGES. The ’thwartship pieces which frame the hatchways and ladderways. See
= ba Plates 5 and 6.
HEAD-RAILS. Those rails in the Head which extend from the back of the figure to the
cathead and bows, which are not only ornamental to the frame, but useful to that part of the
ship, See Sheer Draught, Plate 1.
Cuar. I.) EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, , 37
HEAD-TIMBERS. The pieces that cross the rails of the head vertically. They are bolted
through their heels to the cutting-down of the knee, and unite the whole together. See Sheer
Draught, Plate \.
HEEL. The lower end of a tree, timber, &c. A ship is also said to [eel when she is not
upright but declines towards the stern.
HEIGHT of BREADTH LINES, Uprrr and Lower. The two curved lines described on
the Sheer-plan, at the height of the main-breadth, or broadest part of the ship, at each timber.
In the Body-plan, they are horizontal lines at those heights on which the Main-breadths of
each timber are set off. In those lines are found the centres for sweeping the lower and upper
breadth sweeps. See Marn Breaptu. See also Sheer Draught, and Body-plan, Plate 1.
HELM. The whole of the machinery astern which serves to steer or guide the ship, as the
rudder, the tiller, the wheel, &c. See Inboard Works, Plate 4.
HELM-PORT. That hole through the counter, through which the head of the rudder passes.
See Sheer Draught, Plate 1.
HELM-PORT TRANSOM. The piece of timber placed athwart the inside of the counter
timbers at the height of the Helm-Port. It is bolted through every stern timber, and knee’d at
each end for the security of that part of the ship. See Perpendicular View of the Stern, in
Plate 1.
HELVE. The handle of axes, adzes, mauls, &c.
HETEROGENEOUS or Hererocengat. Any thing consisting of parts of dissimilar kinds,
in opposition to Homogeneous. In mechanics, it is expressive of bodies of unequal density in
different parts of their bulk ; or of such whose gravities in different parts are not proportionable
to the bulk of the whole ; whereas bodies equally dense or solid in every part, or whose gravity is
proportionable to their bulks, are said to be homogeneous.
HOGGING. See sroxen sacxep. <A ship is said to Hog when the middle part of her
keel and bottom are so strained as to curve or arch upwards. This term is therefore opposed to
Sagging, which, applied in a similar manner, means, by a different sort of strain, to curve
downwards.
HOLD. That part of the ship below the lower deck, between the bulkheads, which is re-
served for the stowage of ballast, water, and provisions, in ships of war, and for that of the
cargo in merchant-vessels. .
HOLLOW-MOULD: The same with Floor-Hollow, which see. Sometimes the back
sweep which forms the upper part of the top-timber is called the ile Hollow. See
Moulds, Plate 1 of Laying-off.-
HOMOGENEOUS. Of a like kind throughout, and having the same nature and
properties.
HOOD. The name given to all the foremost and aftermost planks of the bottom, both within-
side and without. Also acovering to shelter the mortar in Bomb-vessels. In asp mie it is
Ene birthing round the ladder way. See Companion.
- HOODING ENDS. Those ends of the planks which bury in the rabbets of the stem and
stern post.
38 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
HOOK of the Decks. See Breast-Hooks.
HOOKING. The act of working the edge of one plank, &c. into that of another, in such a
manner that they cannot be drawn asunder endways. See Kelson Scarphs, Inboard Works,
Plate 4, and Sheer Strakes, Planking, Plate 3.
HORIZONTAL RIBBANDS. Those ideal ribbands, used in laying off, which are taken
off level or square with the middle line of the ship’s body. See Rispanps,
HORN or HORNING.: Placing or proving any thing to stand square from the middle line
of the ship, by setting an equal distance thereon from each side of the middle line ; then bring-
ing the same distances equally from some fixed spot in the middle line by a bebe or staff of
some length.
HORSE. The round bar of iron which i is fixed to the main rail and back of the figure in
the Head, with stantions, and to which is attached a netting for the safety of the men who have
occasion to be in the Head, Also the cross piece of timber tenoned on to the heads of the bitts
for the booms to rest upon.
HORSE-IRON. An iron fixed in a handle, and used with a beetle by caulkers, to horse-up or
harden in the oakum.
HORSE-SHOES, Large straps of iron or copper shaped like a horse-shoe and let into the
stem and gripe on opposite sides, through which they are bolted together to secure the gripe to
the stem.
HULL. The whole frame or body of a ship, exclusive of the masts, yards, sails, aad
rigging.
HYDROSTATICS. That science which treats of the weight, pressures, motion, and equili-
bria, of fluids; and which ought, therefore, to be thoroughly understood by every shipwright
desirous of possessing a competent knowledge of the theoretic principles of his art.
Hypravu.ics is that part of Statics which considers the mofion of fluids, with the application
thereof to machinery, and is distinguished from Hydrostatics in this, that the latter is supposed
merely to explain the equilibrium of fluids, or the gravitation of fluids at rest. From the im-—
mediate relation between the two, it however frequently happens, that they are considered as
one, and indiscriminately denominated either Hydrostatics or Hydraulics.
HYPERBOLA. A figure made by the section of a cone. See Conic Secrions.,
JAMBS for fixing the Lieuts. Thick broad pieces of oak, fixed up endways, and between
which the magazine lights are fitted. See Magazine Plan, Plate 5
IMPETUS. The force with which one body strikes or impels another,
To IMPINGE. To dash or strike against ; to clash with.
IMPULSION or a Fruiw. The influence or action of a fluid in motion on a solid body, as
of a stream or current of water on that of a ship.
Direct Imputse expresses the action of a particle, filament, or stream, of fluid, when meeting
the surface perpendicularly, or when the surface is perpendicular to the direction of the stream.
ABSOLUTE ImpuLSE means the absolute pressure on the impelled surface, arising from the
action of the fluid, whether striking the surface perpendicularly or obliquely ; or, it is the force
Cuap, I] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 39
impressed on the surface, or tendency to motion which it acquires, and must be opposed by an
equal force in the opposite direction, in order that the surface may be maintained in its place.
This pressure is always perpendicular to the surface: it having been determined, by universal
experience, that the mutual actions of bodies on each other are always exerted in a direction
perpendicular to the touching surfaces; as, when one billiard ball is struck by another, moving
in any direction whatever, the first ball always moves off in the direction perpendicular to the
plane which touches the two balls in the point of contact or impulse.
RevaTive or EFFECTIVE Impursz is the pressure on the surface estimated erry
in some particular direction. ‘Thus BC, in the annexed figure, may re-
): en ‘
present the sail of a ship, impelled by the wind blowing in the direction rir ae YY. eid a
DC. AO may be the direction of the ship’s keel, or the line of her ah
course. ‘The wind strikes the sail in the direction GH parallel to DC 5. ger"
the sail is urged or pressed in the direction AI, perpendicular to BC. 0
But we are interested to know what tendency this will give the ship to move in the direction
AO ; and this is the relative or effective impulse.
The Anete of Incipence of the wind (which has been already defined under the article ANGLE)
is the angle contained between the direction of the wind GA and the plane BC.
The Anete of Osxtauity is the angle OAC contained between a plane, BC, and the direc-
tion AO, in which it may be required to estimate the impulsion of a fluid, &c. which comes
in the direction GA.
_ IN anv OUT. A term sometimes used for the scantling of the Timbers the moulding way,
but more particularly applied to those bolts in the knees, riders, &c. which are driven through
the ship’s sides, or athwartships, and therefore called “ Jn and out Bolts.”
INBOARD. Within the ship; as the Inboard Works, &c. See Plate 4.
INCIDENCE. The direction in which one body strikes or falls upon another. The angle
made by the line of direction upon the plane of the receiving body is called the Angle of Incidence.
See Anetz, and Fig. 2, Plate A.
INCLINED PLANE. A plane that makes an oblique angle with the horizon.
INFLECTED CURVES. Such curves as have a point of inflection, and which, being con-
tinued, turn a contrary way; as the water lines abaft, of ships in general.
INNER POST. A piece of oak timber, brought on-and fayed to the foreside of the main stern-
post, for the purpose of seating the Transoms upon it.. It is a great security to the ends of the
-planks, as the main post is setdom sufficiently afore the rabbet for that purpose, and §is also a
great strengthener to that part of the ship. See Inboard Works, Plate 4.
INTERSECTION. The point in which one line crosses another.
JOINT. The place where any two pieces are united. This term is, however, more par-
ticularly used to express the lines which are laid down in the mould-loft for the purpose of
making the moulds for the timbers, as those lines exhibit the shape of the body between every
two timbers, which is hence called the Joznd¢.
IRONS. The tools used by the caulkers for driving in the oakum,
40 EXPLANATION OF TERMS &C. USED IN SHIP-BUILDING. [Boox I.
KEEL. The main and lowest timber of a ship, extending longitudinally from the stem to
the stern post. It is formed of several pieces, which are scarphed together endways, and form
the basis of the whole structure. Of course it is usually the first thing laid down upon the
blocks for the construction of the ship. See Sheer Draught, Plate 1.
KEEL STAPLES. See Srapves.
_ KEELSON or, more commonly, KELSON. The timber, formed of long square pieces of
oak, fixed within the ship exactly over the keel, (and which may therefore be considered as the
counter part of the latter) for binding and strengthening the lower part of the ship ; for which
purpose it is fitted to, and laid upon, the middle of the floor timbers, and bolted through the
floors and keel. See Inboard Works, Plate A. ;
KEVELS. Pieces of oak plank, shaped like timber heads, and
fixed into mortises cut through other pieces that are fastened to
the insides of the ship. They answer the purpose of timber heads
to belay ropes to.
KEVEL or CAVEL HEAD BLOCKS. A Sort of Blocks,
having a sheave hole or two, cut through fore and. aft, and which are
bolted to the ship’s sides, nearly opposite the masts, to reeve
the lifts, &c. —
KEY. <A dry piece of oak, &c. cut tapering, to drive into scarphs that have hook-butts. —
KILN. A convenience for heating planks to make them pliable. A Steam-Kiln is a trunk
composed of deals, grooved neatly into each other, which is generally from three to four feet
square, and from forty to sixty feet in length, having a door at each end. It is confined
together by bolts driven through it at certain distances, which answer for bearers to rest the
plank upon, and it is supported upon brick-work. Beneath it, in the middle, is a large iron
or copper boiler, or sometimes two boilers, which are then fixed near each end, the steam
from which, issuing into the trunk, enters the pores of the plank and makes it pliable.
A Boiler Kiln is shaped similar to the former, but with an open top. It is formed of sheets
of copper rivetted together, and is fixed in brick work. Under each end, or in the middle,
are furnaces to make the water boil, when the plank is in. The upper part is covered with
shutters that are hoisted occasionally by small tackles, The dimensions, &c. of a copper boiler
in one of the Royal Yards are, length, forty feet; breadth, at the ends, four feet three inches,
and in the middle, six feet ; depth, two feet ten inches; and weight fifty-three cwt. three qrs.
seven lb. / ‘
KNEES. The crooked pieces of oak timber by which the ends of the beams are secured to the
sides of the ship. Of these, such as are fayed vertically to the sides are called Hanging-Knees,
and such as are fixed parallel to, or with the hang of, the deck, are called Lodging-Knees. See
Midship Sections, Plate 8, and Plans of Gun-deck, Plate 5.
KNEE TIMBER. That sort of crooked timber which forms, at its back or elbow, an angle
of from forty-five to twenty-four degrees, with a line produced or continued in the direction
of one of its outer sides. If it forms the greater angle, it is the more valuable on that account.
ye ake
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. Al
But if the angle so formed at the back be more acute, the wood is said to be raking, and is
proportionally less valuable, being of the less utility for the formation of knees, &c.
KNEE of the HEAD. The large flat timber fayed edgeways upon the fore-part of the stein.
It is formed by an assemblage of pieces of oak coaked or tabled together edgewise, by reason of
its breadth, and it projects the length of the Head. Its fore-part should form a handsome ser-
pentine line, or inflected curve. The principal pieces are named the Main-piece and Lacing.
See Sheer Draught, Plate 1.
KNIGHT-HEADS, or Bottarp Timpers. Large oak timbers fayed and bolted to each side
of the stem, the heads of which run up sufficiently above the head of the stem to support the
bowsprit, care being taken to cast them sufficiently open above the stem to the diameter of the
bowsprit. See Sheer Draught, Plate 1.
KNUCKLE. A sudden angle made on some timbers by a quick reverse of shape, such
as the knuckle of the counter-timbers, &c. See Disposition of the Frame, Plate 2.
KNUCKLE TIMBERS. Those top timbers in the fore body whose heads stand perpen-
dicular, and form an angle with the flair or hollow of the topside. This work is the best when
the touch or knuckle is at the plank sheer. See Disposition of the Frame, Plate 2.
LABOURSOME. | Subject to labour, or to pitch and roll violently in a heavy sea, by
which the masts and even the hull may be endangered. For, by a successive heavy roll the
rigging becomes loosened, and the masts at the same time may strain upon the shrouds with an
effort which they will be unable to resist ; to which may be added, that the continual agitation
of the vessel loosens her joints, and makes her extremely leaky.
LACING. One of the principal pieces that compose the Knee of the Head, which runs up
to the top of the Hair-Bracket, and to which the figure and rails of the Head are secured. See
Plate 8 of Laying-Off:
' LADDERS. Ladders are in a ship for the same purpose as stairs in a house, for the con-
venience of ascending or descending from one deck to another.
LADDER-WAYS. The openings in the decks wherein the ladders are placed. See Plans,
Plates 5 and 6.
LANDING STRAKE, in Boats. The upper strake but one.
LANTERNS. The machines made of tin and glass, to contain candles for the transmission
of light to those parts of the ship where an unscreened candle cannot be placed, or where it
would be dangerous, as on the Poop, in the Magazine, Store-rooms, &c.
To LAP OVER or UPON. The mast carlings are said to lap upon the beams by reason
of their great depth, and head-ledges at the ends lap over the coamings.
LAPS. ‘The remaining part of the ends of carlings, &c. which are to bear a great weight
or pressure ; such as the capstan-step. See Inboard Works, Plate 4, and Capstan, Plate 7.
LAP-SIDED. A term expressive of the condition of a vessel when she will not swim upright,
owing to her sides being unequal.
LARBOARD-SIDE. The left-hand side of the ship, when looking forward from the stern.
LATUS RECTUM. Inconic sections, the same with Parameter. See Conic Srcrions.
G
42 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Book F.
LAUNCH. The slip or descent whereon the ship is built, including the whole of the
machinery used in Launching. See Frigate and Launch, Plate 9. See also Boats.
LAUNCHING. The act of sending the ship from off the slip into the water.
LAUNCHING-PLANKS. A set of planks mostly used to form the platform on each side
of the ship, whereon the bilgeways slide for the purpose of launching. See Frigate and Launch,
Plate 8.
LAYING-OFF, or Layine-powy. The act of delineating the various parts of the ship,
to its true size, upon the mould-loft floor, from the draught given, for the purpose of making
the moulds. See Movutps. See also the Laying-Off Plates.
LAZARETTO. A name given to an hospital ship for the reception of the sick, or of
persons supposed to be infectious. It is also the name of a place parted off at the fore part of
the lower deck, in some merchant-ships, for the convenience of laying up the provisions, stores,
&c. necessary for the voyage.
LEAN. The same with Crean, which see.
LEDGES. Oak or fir scantling used in framing the decks, which are let into the carlings-
athwartships. The ledges for gratings are similar, but arch or round up agreeable to the head
ledges. See Gun-deck Plan, Plate 5.
LENGTUENING. The operation of separating a ship athwartships and adding a certain
portion to her length. It is performed by clearing or driving out all the fastenings in wake of
the butts of those planks which may be retained, and the others are cut through. ‘The after
end is then drawn apart to a hmited distance equal to the additional length proposed. The
Keel is then made good, the floors crossed, and a sufficient number of timbers raised to fill up
the vacancy produced by the separation. The Kelson is then replaced to give good shift to
the new scarphs of the Keel, and as many beams as may be necessary are placed across the ship
in the new interval, and the planks on the outside are replaced with a proper shift. The clamps
and footwaling within the ship are then supplied, the beams knee’d, and the ship completed
in all respects as before.
To LET-IN. To fix or fit one timber or plank into another, as the ends of carlings into
the beams, and the beams into the clamps, vacancies being made in each to receive the
other. ;
LEVEL. Horizontal; or as a base square with a perpendicular.
LEVEL LINES. Lines determining the shape of a ship’s body horizontally, or square from
the middle line of the ship.
LEVELLED-OUT. A line continued out, im a horizontal direction, from the intersection
of an angle; or, where the cant timbers may intersect the diagonal or ribband lines. See
Plates 3 and 4 of Laying-off.
LEVER. A bar of iron or wood to raise weights. The first and most simple of the mechanic
power. See Mecuanics.
LIEUTENANT’s STORE-ROOM. An apartment fitted up with shelves, bins, and lockers,
on the starboard side of the after platform, for the use of the first lieutenant. See Plans,
Plates 5.
Cuap. I.) EXPLANATION OF TERMS, &C. USED IN. SHIP-BUILDING. 43
LIGHT-ROOM. A small place parted off from the magazines, and in which the lights
for lighting the magazine are contained. See Plans, Plate &.
LIGHT WATER-LINE. See Warer-tines.
LIMBER-BOARDS. See Limser-passace.
LIMBER HOLES. See the next article. |
LIMBER PASSAGE. A passage or channel formed throughout the whole length of the
floor, on each side of the kelson, for giving water a free communication to the pumps. It is
formed by the Livzer-Srrake on each side, a thick strake wrought next the kelson, from the
upper side of which the depth in the hold is always taken. ‘This strake is kept at about eleven
inches from the kelson, and forms the passage fore and aft which admits the water with a fair
run to the pump-well. The upper part of the Limber Passage is formed by the Limser-
Boarps, which are made to keep out all dirt and other obstructions. These boards are composed
of short pieces of oak plank, one edge of which is fitted by a rabbet into the limber strake,
and the other edge bevelled with a descent against the kelson. ‘They are fitted in short pieces
for the convenience of taking up any one, or more, readily, in order to clear away any ob-
struction in the passage. When the limber boards are fitted, care should be taken to have the
butts in those places where the bulkheads come, as there will be then no difficulty in taking those
_ up which come near the bulkheads, A hole is bored in the middle of each butt to admit the
end of a crow for prizing it up when required. To prevent the boards from being displaced,
each should be marked with a line corresponding with one on the Limber Strake. See Midship
Sections, Plate 8.
Limser Hotes are square grooves cut through the underside of the floor timber, about nine
inches from the side of the Keel on each side, through which water may run toward the pumps,
im the whole length of the floors. This precaution is requisite.in merchant ships only, where
small quantities of water, by the heeling of the ship, may come through the ceiling and damage
the cargo. It is for this reason that the lower futtocks of merchant ships are cut off short of
the Keel. .
To LINE. To cover one piece with another. Also to mark out the work, or make lines
upon the floor with a chalked line.
LINE of FLOATATION. See Warer Lines.
LIPS of SCARPHS. The substance left at the ends, which would otherwise become sharp,
and be liable to split ; and, in other cases, could not bear caulking as the scarphs of the keel,
stem, &c.
LOAD WATER LINE. See Warer Lines. . ?
LOBBY. A name sometimes given to an apartment close or next before the great cabin
bulkhead. See Plans, Plate 6.
LOCKERS. Small compartments, built of deal, in the cabins and store-rooms. See Suor
Gar anps.
LONG BOAT. The largest and stoutest boat belonging toa ship. See Boats.
LONG TIMBERS. Those timbers afore and abaft the floors, which form the floor and second
futtocks in one. See Disposition of the Frame, Plate 2.
44 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. [Boox I.
LOOP-HOLES. Small apertures through the bulkheads, coamings, head-ledges, and other
parts of merchant ships, through which the small arms are fired on an enemy who boards at
close quarters.
LOOVERED BATTENS.. The battens that inclose the upper part of the Well, which are
fixed at such an angle as to admit air, and yet prevent any dirt from being thrown into the
Well. See Inboard Works, Plate 4.
LOOVER-WISE or LOOVER-WAYS. To place battens or boards at a certain angle, so as
to admit air but not wet. The loovered or battened parts of Ships’-Wells are fixed in this manner
to admit air and prevent persons from throwing filth of any kind into the well. See Well, in
the Inboard Works, Plate 4. ;
LOWER-BREADTH SWEEP. See Frames.
LUFF or LOOF. The fullest or roundest part of the bow.
MAGAZINE. The Apartment used to lodge the powder in; which, in large ships, is situated
forward, and in small ships abaft. It should always be situated as low down as possible. See
Inboard Works, Plate 4, and Sloop, Plate 10. .
MAIN. Chief or Principal, as opposed to any thing secondary or inferior. ‘Thus the main-
mast is used in contradistinction to the fore or mizen mast ; the main-keel, main-wales, main-
hatchway, &c. are in like manner distinguished from the false-keel, channel-wales, and the fore
and after hatchways, &c.
MAIN BREADTH. The broadest part of the ship at any particular timber or frame, which
is distinguished on the sheer-draught by the upper and lower heights of breadth lines. See Sheer
Draught, Plate \ :
MAIN HALF-BREADTH. Half of the main breadth, and thus called because it-is neces-
sary to lay down on the plan but half of the figure of the ship, both sides being exactly alike.
See Sheer Draught, Plate 1.
MAIN KEEL. The term of distinction between the Keel and the False feet
MAIN POST. The same with Stern Post, and used to distinguish it from the false-post,
and inner-post.
MAIN WALES. The lower Wales, which are generally placed on the lower breadth, and
so that the main-deck knee-bolts may come into them. See Wats. |
MALLET. A sort of wooden hammer too well known to need description. The mallet
used by Caulkers to drive the oakum into the seams is in general very different from that of
Shipwrights, as it is longer and more cylindrical, and is hooped with iron at each end of the
head, to prevent its splitting and wearing in the exercise of caulking. North Country Ship-
wrights, who generally practise both branches, use the last mentioned mallet upon all occasions. _
MANGER. An apartment extending athwart the ship immediately within the hawse-holes.
It serves as a fence to interrupt the passage of water which may come in at the hawse-holes, or
from the cable when heaving in; and the water thus prevented from running aft is returned
into the sea by the manger scuppers, which are larger than the other scuppers on that account.
See Gun-deck Plan, Plate 5.
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. AS
MARGIN LINE. A line or edge parallel to the upper side of the wing transom, and about
five inches below it, at which place terminate all the butts of the bottom planks abaft. The
latter are made good by the tuck-rail. See Perpendicular View of the Stern, Plate 1.
MARINE CLOTHING ROOM. An apartment built on the larboard side of the after
platform to receive the clothing of the Marines. See Orlop Plan, Plate 5.
MAST CARLINGS. Those large Carlings which are placed at the sides of the mast-rooms
for the purpose of framing the partners. See Caruines. See Inboard Works, Plate 4, and
Plans, Plates 5 and 6.
MAST ROOMS. . The spaces between those beams where the Masts are to be fixed.
MASTS. The long cylindrical pieces of timber, elevated upon the Keel, and to which the
yards and sails, &c. are attached. See Sheer Draught, Plate 1.
MAULS. Large hammmers used for driving treenails, having a steel face at one end and
a point or pen drawn out at the other. Double-headed Mauls have a steel face at each end, of
the same size, and are used for driving of bolts, &c.
MAXIMUM. In mathematics, the greatest quantity attainable in any given case.
MECHANICS. A science of the highest importance to the Shipwright ; it being that which
teaches the principles of motion and the construction of Engines or Machines. See Morton.
Any machine or engine by which a man can raise a greater weight, or overcome a greater
resistance, than he could by his natural strength without it, is called a mechanical power. To
every machine of this sort a power is applied, in order to raise a weight or overcome a resistance.
And the machine is so contrived, that the power which works it, shall move through a greater
space, in the same time, than the weight or resistance moves °s through : for without this, no
advantage can be gained by it.
The power or advantage gained by any machine, let it be ever so simple or ever so compound,
is as great, as the space moved through by the working power is greater than the space through
which the weight or resistance moves, during the time of working. Thus, if that part of the
machine to which the working power is applied moves through 10, 20, 100, or 1000 times as
much space as the weight moves through in the same time; a man who has just strength enough
to work the machine will raise 10, 20, 100, or 1000 times as much by it as he could do by his
mere natural strength without it. But then, the time lost will be always as great as the power
gained. For it will take 10, 20, 100, or 1000 times as much time for the power to move through
that number of feet or inches as it would do to move through one foot or one inch.
The simple machines, called Mechanical Powers, are six in number; viz. the Lever, the
Wheel and Axle, the Pulley, the Inclined Plane, the Wedge, and the Screw. And of these
all the most compound Engines consist. They are called Mechanical Powers, because they
help us to raise weights, move heavy bodies, and overcome resistances, which we could not
effect without them.
The foundation of all Mechanics is explained as follows. If we consider bodies in motion,
and compare them together, we may do this either with respect to the quantities of matter they
contain, or the velocities with which they are moyed. ‘The heavier any body is, the greater is
46 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. [Book I.
the power required either to move it, or to stop its motion; and again, the swifter it moves, the
greater is its force. So that the whole momentum or quantity of force of a moving body is the
result of its quantity of matter multiplied by the velocity with which it is moved. And, when
the products arising from the multiplication of the particular quantities of matter in any two,
bodies by their respective velocities are equal, the mementa or entire forces are so too. Thus
suppose a body, which we shall call A, to weigh 40 pounds, and to move at the rate of two
miles in a minute ; and another body, which we shall call B, to weigh only four pounds, and to
move 20 miles in a minute; the entire forces with which these two bodies would strike against
any obstacle would be equal to each other, and therefore it would require equal powers to stop
them. For 40 multiplied by 2 gives 80, the momentum or force of the body A; and 20 multi-
plied by 4 gives 80, the momentum or force of the body B.
Upon this easy principle depends the whole of mechanics; and it holds universally true, that
when two bodies are suspended by any machine, so as to act contrary to each other, if the
machine be put into motion, and the perpendicular ascent of one body, multiplied into its
weight, be equal to the perpendicular descent of the other body multiplied into its weight, these
bodies, however unequal soever in their weights, will balance one another in all situations: for, —
as the whole ascent of one is performed in the same time with the whole descent of the other,
their respective velocities must be directly as the spaces they move through: and the excess of
weight in one bedy is compensated by the excess of velocity in the other.
Upon this principle it is easy to compute the power of any mechanical engine, whether
simple or compound ; for it is but only inquiring how much swifter the power moyes than the
weight does (7. ¢.. how much farther in the same time), and just so much is the power increased
by means of the engine.
In the theory of this science, we suppose all planes perfectly even, all bodies perfectly smooth,
levers to have no weight, machines to have no friction; and, in short, all imperfections to be
set aside, &c.—/( Ferguson).
MESSENGER. A large cable-laid rope used to heave in the cable by the main capstan.
META-CENTRE. That point in aship above which the centre of gravity must by no means
be placed; because, if it were, the vessel would be liable to overset. The meta-centre, which
has also been called the shzfting-centre, depends upon the situation of the centre of cavity; for
it is that point where a vertical line drawn from the centre of cavity cuts a line passing through —
the centre of gravity, and being perpendicular to the Keel. See Centre, and Sheer Draught,
Plate 1.
MIDDLE LINE. A line dividing the ship exactly in the middle. In the horizontal or half
breadth plan it is a right line bisecting the ship from the stem to the, stern-post ; and, in the
plane of projection, or body plan, it is a perpendicular line bisecting the ship from the keel to
the height of the top of the side.
MIDDLE TIMBER. That timber in the stern which is placed in midships.
MIDDLE WALES. The three or four thick strakes, worked along each side, between the
lower and middle deck ports in three-decked ships. See Wats.
Cuap. [.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 47
MIDSHIPS. The middle of the ship, either with regard to her length or breadth. See Amip-
SHIPS.
MIDSHIP-BEND or FRAME. That bend which is called Dead-Flat. See Brnvs. See
also Midship Sections, Plate 8.
MITERED. If two pieces of wood, &c. be joined so as to make a right angle, and the
two ends be put together so as to form a line making an angle of 45 degrees, the joint is said
to be mitered.
MIZEN-MAST. That Mast, in a three-masted vessel, which is nearest the stern. See
Sheer Draught, Plate 1 |
MOMENTA, or Moments. The plural of Momentum. See the next Article.
MOMENTUM of a heavy body, or of any extent considered as a heavy body, is the pro-
duct of the weight multiplied by the distance of its centre of gravity from a certain point,
assumed at pleasure, which is called the centre of the momentum, or from a line which is called
the axis of the momentum.
In Mechanics, Momentum in general signifies the same with impetus, or the quantity of
motion or force im a moving body; which is always equal to the quantity of matter multiplied
into the velocity. For example, the momentum of a body weighing 10 pounds, and moving
with a velocity, suppose of 3 miles in a given time, is equal to that of a body of 5 pounds
moving with a velocity equal to 6 miles in the same time. For 10x3=30; so also 5x6=30.
See Mecuanics.
MONKEY. A machine composed of a long pig of iron, traversing in a groove,, which is
raised by a pully and let fall suddenly on the head of large bolts, for driving them in where the
weight of mauls would be insufficient ; such, for instance, as the Deadwood-bolts, or the bolts
that are driven in the Knee of the Head. This sort of Monkey generally has a frame with
handles, with a groove on the under side; it slides upon a ridge of iron fixed in a bed, and is
drawn backwards and forcibly forwards by a rope on each side.
MOOTING. Making a treenail exactly cylindrical to a given size or diameter called the
moot. Hence, when so made, it is said to be mooted.
MORTISE. A hole or hollow made of a-certain size and depth ina piece of timber, &c. in.
order to receive the end of another piece with a tenon fitted exactly to fill it.
MOTION. A continued and successive change of place. See Vis Inertia.
If a body move equally, its motion is called equable or uniform motion. If it increases or
decreases, it is called accelerated or retarded motion. When it is compared with some body at
rest, it is called absolute motion. But, when compared with other bodies.in motion, it is called
relative motion.
“2 fundamental Axioms or Laws of Morton, according to Sir Isaac Newton, are,
. All Bodies continue their state of rest, or uniform motion, in a right line, till they are
cae to change that state by some external force impressed upon them.
2. The change of motion produced in any body, is always proportional to the force wher va
it is effected ; and in the same direction wherein the force acts.
48 EXPLANATION OF TERMS, &C. USED 1N SHIP-BUILDING. [Boox I.
3. Re-action is always contrary and equal to action ;.or, the actions of two bodies upon each
other are equal, and in contrary direction.
4. Bodies mutually attract each other in proportion to their respective quantities of matter,
and their attractions diminish in proportion as the square of the distance between them increases.
See Mecuanics. See also Gravity.
MOULDS. Pieces of deal or board made to the shape of the lines on the Mould Loft Floor,
as the Timbers, Harpins, Ribbands, &c. for the purpose of cutting out the different pieces of
timber, &c. for the ship. (See Moulds, Plate 1 of Laying off.) Also the thin flexible pieces
of pear-tree or box, used in constructing the draughts and plans of ships, which are made in
various shapes; viz. to the segments of circles from one foot to 22 feet radius, increasing siX
inches on each edge, and numerous elliptical curves, with other figures*.
MOULDED. Cut to the mould. Also the size or bigness of the timbers that way the.
mould is laid. See Sipep.
MOULDING. The act of marking out the true shape of any timber from the mould. Also
any ornamental projections, as the rails, finishings, &c.
MUNIONS or MUNTONS. The pieces that divide the lights in the stern and quarter
galleries. See Sheer Draught, Plate 1.
NAILS. Iron pins of various descriptions for fastening board, plank, or iron work; viz.
Deck Nails, or Spike Nails, which are from 4 inches and a half to 12 inches long, have snug
heads, and are used for fastening planks and the flat of the decks: Weight Nails are similar to
deck nails, but not so fine, have square heads, and are used for fastening cleats, &c. Ribband
Nails are similar to weight nails, with this difference, that they have large round heads, so as
to be more easily drawn. They are used for fastening the ribbands, &e. Clamp Nails are short
stout nails, with large heads, for fastening iron clamps. Port Nails, double and single, are
similar to clamp nails, and used for fastening iron work. Rudder Nails are also similar, but
used chiefly for fastening the pintles and braces. Filling Nails are generally of cast iron, and
driven very thick in the bottom planks instead of copper sheathing. Sheathing Nails are used.
to fasten wood sheathing on the ship’s bottom, to preserve the plank, and prevent the filling
nails from tearing it too much. Nails of sorts are 4, 6, 8, 10, 24, 30, and 40 penny nails, all
of different lengths, and used for nailing board, &c. Scupper Nails are short nails, with very
broad heads, used to nail the flaps of the scuppers. Lead Nails are small round-headed nails
for nailing of lead. Flat Nails are small sharp-pointed nails, with flat thin heads, for nailing
the scarphs of moulds. Sheathing Nails for nailing copper sheathing are of metal, cast in
moulds, about one inch and a quarter long; the heads are flat on the upper side and counter-
sunk below: the upper side is polished to obviate the adhesion of weeds. Boat Nails, used by
Boat-builders, are of various lengths, generally rose-headed, square at the points, and made
both of copper and iron.
NAVEL-HOODS. Broad pieces of oak, from 6 to 10 inches thick (according to the size of
* Moulds &c. of every sort requisite for Marine Drawing may be had of the Publisher of this Work.
Cuapr. I.) EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. AQ
the ship), worked afore the Hawse-holes on the outside of the ship, and likewise above and below
them, in those ships which have no cheeks to support a bolster; the navel-hoods thus formed:
answering the same purpose.
NECKING. A small neat moulding at the foot of the taffarel over the lights. See Stern,
Plate 1. . .
NEWELL. An upright piece of timber to receive the tenon of the rails that lead from the
breastwork to the gangway.
NOG. A treenail projecting from the bottom of the ship as a stop to the heads of shores.
Also a treenail driven through the heels of shores into the slip to secure them.
NOGGING. The act of securing the heels of the shores.
NORMAL. In Geometry, the same with a perpendicular; and used for a line or plane that
intersects another perpendicularly.
NORMAN. A square fid of oak, or short carling, fixed through the head of the Rudder of
East-India ships, to prevent the loss of the rudder in case of its being unshipt.
OAKUM. Old Rope, untwisted and loosened like hemp, in order to be used in caulking.
OBLIQUITY, Anete or. See Impunsion.
OBTUSE. Blunt or dull ; in opposition to acute or sharp. As an obtuse angle, which is said
to be without a square or right-angle. Such angles are called by shipwrights Standing Bevellings.
See BEVELLINGS.
ORDINATES, or Orpinate Appticates, in Geometry, are parallel lines, as represented in
fig. 8, plate of Conic Sections, where PQ, FG, &c. terminating in a curve, and bisected by a
diameter, as AP, are ordinates. The half of each of these, although commonly called an ordi-
nate, is properly the semi-ordinate.
ORLOP. A temporary deck below the lower deck of large ships, chiefly for the convenience
of stowing away the cables. There is also a platform in the midships of smaller ships, called the
Orlop, and for the same purpose. See Orlop Plan, Plate 5.
OSCILLATION. See Centre of OsciLiation.
OVERHANGING. Projecting over; as over the Stern, &e.
To OVER-LAUNCH. To run the butt of one plank to a certain distance beyond the next
butt above or beneath it, in order to make stronger work.
OUT-BOARD. On the outside of the ship, as “ the Out-board Works,” &c.
OUTSQUARE. Any obtuse angle or standing bevelling is said to be “ outsquare.” This
term is however mostly applied to knee-timber when the angle within the arms is greater than
45 degrees. See Knee Timper.
OUT of WINDING Not twisting; as the surface of a timber or plank when it is a direct
plane.
PALLETTING. A slight platform, made above the bottom of the Magazine, to keep the
powder from moisture. See Inboard Works and Magazine, Plates 4 and 5.
H
50 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
PALLS. Stout pieces of iron, so placed near a capstan or windlass as to prevent a, recoil,
which would overpower the men at the bars when heaving. See Capstan, Plate 7.
PANEL. A square or pane of thin board, framed in a thicker one, called a stile, and
generally composed of two or more joined together. Such are the partitions by which the
officer’s cabins are formed on the lower deck; and such likewise are the framings of the great.
cabin bulkheads, &c. which consist of rails, stiles, and panels.
PARABOLA. A figure arising from the section of a cone when cut by a plane parallel to
one of itssiles. See Conic SECTIONS:
PARAMETER. See Conic Sections.
PARTNERS. Those pieces of thick plank, &c. fitted into a rabbet in the Mast or Capstan
carlings for the purpose of wedging the mast and steadying the Capstan. Also any plank that
is thick, or above the rest of the deck, for the purpose of steadying whatever passes through the
deck, as the pumps, bowsprit, &c. See Inboard Works, and Plans, Plates 4, 5, and 6.
ToPAY. To lay ona coat of tar, &c. with a mop or brush, in order to preserve the wood
and keep out water. When one or more pieces are scarphed together, as the beams, &c. the
inside of the scarphs are paid with tar as a preservative ; and the seams after they are caulked
are payed with pitch to keep the water from the oakum, &c.
PEDESTAL RAIL. A rail, about two inches thick, that is wrought over the foot-space
rail, and in which there is.a groove to steady the heels of the ballusters of the galleries. See
Stern, Plate 1.
PERCUSSION. In mechanics, percussion is the impression a body makes in falling or striking
upon another, ‘or the shock of two bodies in motion.
Percussion is either direct or oblique ; dzrect, when the impulse is given in a line perpendi-
cular. to the point of contact; and oblique, when it is given in a line oblique to the point of
contact. See CenTrE.
The ratio which an oblique stroke bears to a perpendicular one, is as the
sine of the angle of incidence to radius. Thus, let ab, in the margin, be the
side of any body on which an oblique falls, with the direction da; draw de
at right angles to db, a perpendicular let fall from d to the body to be moved,
and make de the radius of a circle ; it is plain that the oblique force da, by
the law of composition and resolution of motions, will be resolved into two. .
forces dc and bd; of which dc being parallel to ab, hath no energy or force to move that
body ; and, consequently db expresses all the power of the stroke or impulse on the body to be
moved; and, as db is the right sine of the angle of incidence dab, therefore the oblique
force da is to one falling perpendicularly as the sine of the angle of incidence is to the —
radius.
PERIPHERY. The circumference or outward boundary of a circle, ellipsis, or any other
regular curvilinear figure. See Circle, Fig. 2, Plate A.
PILASTERS. Flat columns or ornaments, prepared by the joiners, generally of deal, fluted
or reeded, with moulded caps and bases, which are placed upon the munions of the ward-room
lights, &c. for the purpose of ornamenting the stern and quarter galleries, particularly when
Cuar. I] EXPLANATION OF TERMS &C, USED IN SHIP-BUILDING, 5Y
the walk or balcony does not project aft. They are likewise used on the munions of the bulk-
heads of the captain’s cabin and offices. .
PILLARS. The square or turned pieces of timber erected perpendicularly under the middle
of the beams for the support of the decks. See Alidship Sections, Plate 8.
PINNACE. See Boars.
PINS. Short iron rods fixed occasionally in the drum-heads of capstans, and through the
ends of the bars, to prevent their unshipping. They are confined near their respective places
by a chain. Others, of a larger size, are driven through the bitts to belay ropes to; and
smaller ones are fixed in racks in different parts of the ship to belay the rigging to. The up-
right parts of the Bitts are also commonly called Bitt-Pins.
PINK. A ship with a very narrow round stern; whence all vessels, however small, having
their sterns fashioned in this manner, are said to be pink-sterned.
PINS and PLATES. Pins occasionally drawn out to support the pails of the Capstan, and
fitted in plates. See Capstan, Plate 7.
PINS of Boats. Pins of iron or wood, fixed along the Gunwales of some boats, (instead of
Rowlocks,) whose oars are confined by Grommets. See figure of the Life Boat.
PINTLES. Straps of mixt metal, or of iron, fastened on the rudder, in the same manner
as the braces on the stern post, having a stout pin or hook at the ends, with the points down-
wards to enter in and rest upon the braces on which the rudder traverses or turns, as upon hinges,
from side to side. Sometimes one or two are shorter than the rest, and work in a socket brace,
whereby the rudder turns easier. ‘The latter are called Dumb-Pintles. Some are bushed. See
Plates 1,10, and 14.
PITCH. Tar, boiled to a harder and more tenacious substance.
PITCHING. The inclination or vibration of the ship lengthwise about her centre of gravity ;
or the motion by which she plunges her head and after-part alternately into the hollow of the
sea, ‘This is a very dangerous motion, and when considerable, not only retards the ship’s way,
but endangers the masts and strains the vessel.
PLAN. The area or imaginary surface defined by or within any described lines. In ship-
building, the Plan of Elevation, commonly called the Surer-praveHxt, isa side-plan of the ship,
defined by a surface limited by the head afore, by the stern abaft, the keel below, and the upper
side of the vessel above. The Horizontal Plan, commonly called the Hatr-sreapta Pran,
comprehends all the lines describing the greatest breadth and length of the ship at different
heights or sections. ‘This is named Half-Breadth Plan, because both sides of the ship being
exactly alike, only one-half is represented. To the foregoing must be added, the Plan of
Projection, commonly called the Bopy Pray, which exhibits the outline of the principal timbers
and the greatest heights and breadths of the same. See the Plans, in Plates 1, 5, and 6.
_ The Prawn of the Transoms is the horizontal appearance of them, to which the moulds ate
made, and the bevellings taken. | See Plate 5 of Laying-off:
PLANK. A general name for all timber, excepting fir, which is from one inch and a half
to four inches thick, Of less dimensions it is called Board.
PLANKING. Covering the outside of the timbers with plank ; sometimes quaintly called
42 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
Skinning, the plank being the outer coating, when the vessel is not sheathed. See Planking,
Plate 3.
PLANK-SHEERS, or Pranx-Surer. ‘The pieces of plank Jaid horizontally over the timber-
heads of the Quarter-Deck, Forecastle, and Roundhouse, for the purpose of covering the top
of the side, hence sometimes called Covering Boards.. See Sheer Draught, Plate 1
PLUMB. Perpendicular or upright. The term originates from plumbum, or lead, as the
perpendicular is generally ascertained by a lump of lead suspended by a cord, and generally
called a Plumb-Line.
PNEUMATIGS. That science which teaches the properties of the air, or of its weight, pres-
sure, and elasticity ; and which ought, therefore, to be well known to every intelligent ship-
wright. .
POINT-IRON or BRASS. A larger sort of Plumb, formed conically and terminating in a
point, fer the more nicely adjusting any thing, perpendicularly, to a given line.
POINT of CONTACT. The point in which one body, line, or figure, touches another.
POINT of SUSPENSION. The centre of any counteracting effort; as, in mechanics, that
point in the axis or beam of a balance upon which it rests.
POINT-VELIQUE. That point where, in a direct course, the centre of effort of all the sails
should be found. See Steel's “ Seamanship.”
POINTERS, or Braces. Timbers sometimes fixed diagonally across the Hold, to support the
Beams, &c. See Midship Sections, Plate 8.
POOP. The uppermost deck of a ship abaft, commonly called the Round-House. See In-
board Works,\ Plate 4.
POPPETS. Those pieces (mostly fir) which are fixed perpendicularly between the ship’s bot-
tom and the bilgeways, at the fore and aftermost parts of the ship, to support her in launching.
See Frigate and Launch, Plate 9.
PORT HOOKS. Iron hooks driven into the side of the ship, and to which the port-hinges
are attached.
PORT-LIDS. The shutters, hung with hinges, which inclose the ports in rough weather.
PORTS. The square holes or openings in the side of the ship through which the eunas are
fired. See Sheer Draught, Plate 1.
POST. The same with Stern Post.
POWDER-ROOM. A convenient apartment, builé abaft in large, and forward in small
ships, with racks, &c. for holding Cartridges filled with powder. See Inboard Works, Plate 4,
PRESSURE ofa FLUID. That force which is exerted by a fluid against, or for the support
of, a solid body ; as against the sides of a canal, of a ship, &c. See Impunsion.
The pressure of water, as this fluid is every where of the same density, is as its depth at any
place, and in all directions the same, as we shall shew hereafter; and upon a square foot of
surface every foot in height presses with a force of 1000 ounces, or 623 |b. avoirdupois.
PREVENTER-BOLTS. The bolts driven through the lower end of the preventer-plates,
to assist the chain-bolts in heavy strains. See Adidship Sections, Plate 8, and Sheer Draught,
Plate 1.
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 58
PREVENTER-PLATES. Stout plates of iron, bolted through the sides at the lower part
of the Chains, as an additional security. See Midship Sections, Plate 8, and Sheer Draught,
Plate 1.
PRISM. A body or solid whose two ends are any plane figures which are parallel, equal, and
similar ; and its sides, connecting those ends, parallelograms.
PRIZING. Lifting or removing a heavy body by means of a lever.
PROFILE. The draught or scheme of the inboard works, which is usually described in red
lines. See Inboard Works, Plate 4.
PROJECTION, Puan or, or Body Plan. See Pray.
PRONG. The same as Beam-Arm. See Beam-Arm.
PROOF TIMBER. An imaginary timber, expressed by vertical lines in the Sheer-Draught,
similar to the joints of the square timbers, and used nearly forward and aft to prove the fairness
of the body, See Sheer Draught, Plate 1.
PROW. A name very frequently given to the head or foremost end of a vessel, particularly
by the French.
PUMP. The machine, fitted in the wells of ships, to draw water out of the Hold. See Inboard —
Works, Plate 4.
PUMP CISTERNS. Cisterns fixed over the heads of the pumps, to receive the water until
it is conveyed through the sides of the ship by the Pump-dales. See Plans, Plate 5.
PUMP-DALES. Pipes fitted to the cisterns, to convey the water from them through the ship’s
sides. See Plans, Plate 5.
QUARTER. The upper part of the topside abaft. See Sheer Draught, Plate 1.
QUARTERING. Timber under five inches square. —
QUARTER-DECK. That deck i in ships of war which extends from the main-mast to the
stern. See Plans, Plate 6.
QUARTER-GALLERIES. The projections from the Quarters abaft, fitted with sashes
and ballusters, and intended both for convenience any ornament to the aft part of the ship. See
Sheer Draught and Stern, Plate 1.
QUARTER-PIECES. Substantial pieces of timber, mostly of fir, that form the out-boundary
of the stern, and connect the quar ter-gallery to the stern and taffarel. See Sheer Draught and
Stern, Plate 1.
QUARTER RAILS. Rails fixed into stantions from the stern to the gangway, and serving
as a fence to prevent any one from falling overboard, &c. or birthing up the quarters. See Sheer
Draught, Plate 1.
To QUICKEN. To give any thing a greater curve. For instance, “ To Quicken the Sheer,”
is to shorten the radius by which the curve is struck. This term is therefore opposed to straight-
ening the sheer.
QUICKWORK. A denomination given to the strakes which shut in between the spirketting
and clamps. See Midship Sections, Plate8. By Quickwork is also sometimes meant, all that
part of a ship or vessel which is below the level of the surface of the water when she is laden.
54 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
RABBET. A joint made by a groove, or channel, in a piece of timber cut for the purpose
of receiving and securing the edge or ends of the planks, as the planks of the bottom into the
keel, stem, or stern post, or the edge of one plank into another. See Sheer Draught, Plate 1.
RADIUS. The semi-diameter of a circle or a right line drawn from the centre to the cir-
cumference. See Circle Fig. 2, Plate A. In trigonometry, the Radius is termed the whole sine, or
sine of 90 degrees.
_ RADI. The plural of Radius.
RAFT-PORT. A large square hole framed and cut through the buttock between the Tran-
soms, or forward in the bow, between the breast-hooks, and through which Masts, Planks, Deals,
&e. are taken into store-ships, or merchant-ships, carrymg such cargoes which, owing to their
great length, cannot be gotten on board in any other way.
RAG-BOLT. A sortof bolt having its point jagged or barbed to make it hold the more securely.
RAILS. The long narrow pieces of fir or oak, with mouldings struck on them, which are
fastened, or sometimes wrought from the solid plank, as ornaments to the ship’s sides, and also
at the head and stern. The principal are as follow: The lower rail on the side, named the
Waist-rail ; and the next above it, the Sheer-rail, which are generally placed well with the
sheer or top-timber line ; the rails next above the Sheer-rail are called Drift-rai/s, and the rails
above the plank-sheer the Fife-razls. The rails of the head are distinguished by the Lower,
Middle, Main, and Upper Rails ; and the rails of the stern take their names from the parts
where they are fixed, as Tuck-rail, Lower Counter-rail, Upper Counter-rail, Taffarel-rail, and
Taffarel-Fife rail. (See Sheer Draught, Plate 1.) ‘To these may be added, the ’thwartship
pieces of the framing of the great cabin bulkheads, &c.
RAKE.- The overhanging of the stem or stern beyond a perpendicular with the keel, or any
part or thing that forms an obtuse angle with the horizon,
RAKING-KNEES. See Kner Trser.
RAM-LINE. A small rope or line sometimes used for the purpose of forming the sheer or
hang of the decks, for settmg the beams fair, &c.
RANGES. Horned pieces of oak, like belaying cleats, but much larger, bolted to the
inside of the ship, in the waist, for belaying the Tacks and Sheets. Also those pieces of oak
plank fixed between the ports, with semi-circular holes in them, for keeping shot in.
RASING. The act of marking by a mould on a piece of timber; or any marks made by a
tool called a rasing-knife.
RATE. The denomination of the different classes of ships, according to their number of
guns. ‘Thus those of 100 guns and all above, are called first-rates ; those of 98 and 90 guns,
second-rates ; from 80 to 64 guns, third-rates ; from 60 to 50 guns, fourth-rates ; from 40 to
82 are fifth-rates ; and all under are sixth-rates, excepting Fire ships and Hospital ships, which
are rated as fifth rates.
RAVE-HOOK. A hooked tool, used by Squaremakers, to haul out the small strips when
enlarging the butts for receiving a sufficient quantity of oakum.
RECONCILER or RECONCILING SWEEP. A curve which reconciles the floor and lower-
breadth sweeps together, and thus the shape of the body is formed below the breadth. See Frames,
Cuar. I} EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 55
To RECONCILE, To make one piece of work answer fair with the moulding or shape of
the adjoining piece ; and, more particularly, in the reversion of curves.
RECTILINEAR. In Geometry, right-lined ; or consisting of strait lines.
REEMING. A term used by caulkers for opening the seams of the planks, that the oakum -
may be more readily admitted.
REEMING-IRONS.. The large irons used by caulkers in opening the seams.
To RELIEVE. To make a sett near to another that cannot be sett on any more till it is
taken in on each side. See Serr.
RENDS. Large open splits or shakes in timber ; particularly in plank, occasioned by its
being exposed to the wind and sun, &c.
RESISTANCE, or RESISTING FORCE. Any power which acts im an opposite direction,
or which opposes another, so as to destroy or diminish its effects. Hence the force, by which
bodies moving in fluid mediums are impeded or retarded, is denominated the resistance of those.
fluids. See Imputsion. See also the succeeding Chapter.
RHODINGS of tut PUMPS, &c. The brass cleats on which the axles work.
RIBBANDS. The longitudinal pieces of fir, about five inches square, nailed to the timbers
of the square body (those of the same description in the Cant Body being shaped by a mould
and called Harpins) to keep the body of the ship together, and in its proper shape, until the plank
is brought on. The shores are placed beneath them. They are removed entirely when the
planking comes on. The difference between Cant Ribbands and Square or Horizontal Ribbands
is, that the latter are only ideal, and used in laying-off.
RIBBAND-LINES. The same with diagonal lines.
RIBS. A figurative expression for the timbers or frames of a ship, arising from the comparison
of it with the human body, as the Keel with its Kelson to the back bone, and the timbers
tothe ribs. For the former unite and support the whole fabric, since the stem and stern frame,
which are elevated on the ends of the keel, may be said to be a continuation of it, and serve
to connect and inclose the extremities, by the hawse pieces and transoms, as the keel forms
and unites the bottom by the floor-timbers. The idea carried further may in a manner represent
- the muscular parts of the human fabric ; for the Wales, Clamps, and thickstuff, at the different
heads of the timbers, are as so many muscles or strong ligaments to connect the ribs together,
while the thinner planking may be compared to the skin or covering of the whole, and hence
planking is often termed, skinning the ship. See Midship Sections, Plate 8.
RIDERS. Interior ribs, to strengthen and bind the parts of a ship together, being fayed
upon the inside stuff, and bolted through all. They are mostly used in ships of war, and
are variously situated, as the Floor Riders, which are fayed athwart the Kelson, and should be
disposed upon the first futtocks of the ship. The next are the lower or First Futtock Riders, which
fay alongside the floor-riders, and give scarph above them. These are completed by cross-chocks
athwart their heels, that scarph to each side with hook and butt. The next are Second Futtock
Riders, which fay alongside of the first futtock riders, down to the floor riders, and run up to the
orlop beams. The Third Futtock Riders fay alongside the second futtock riders, scarph or meet the
first futtock riders, and run up to the Gun-deck beams.. The whole are bolted together fore
56 FXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Book Ff.
and aft-wise. The Riders next above the foregoing are called Breadth-Riders, and are placed
nearly in the broadest part of the ship, (hence their name,) and diagonally so as to partake of
two or more timbers, the strength depending much thereon. Lastly, the Top-Riders are the
uppermost ; they stand nearly the same as breadth riders, and very much strengthen the top-
side. See Midship Bends, Plate 8. Riders are not so much required in merchant ships as in
ships of war, excepting floor and lower riders, (which are generally of iron,) because, in large
ships the cargo being generally stowed low down, the upper works are not liable to strain and
labour like those of ships of war laden high up with heavy metal.
RIMS. Those pieces which form the Quarter Galleries between the Stools. (See Sheer
Draught, Plate 1.) Also a cast iron frame in which the dropping palls of a capstan traverses
and brings up thecapstan. See Capstan, Plate 7.
RING-BOLTS. See Botts.
RINGS. Circles of iron, or other metal, for lifting things by hand or securing the points of
bolts, &c. Hatch Rings are those which are fixed to the hatches or scuttles, to open or shut
them with. Port-Rings are those which are fixed to the port or scuttle lids to haul them open by,
or bar them in.
RISING. A term derived from the shape of a ship’s bottom in general, which gradually
narrows or becomes sharper towards the stem and the stern-post. On this account it is that
the Floor, towards the extremities of the ship, is raised or lifted above the keel : otherwise the
shape would be so very acute, as not to be provided from timber with sufficient strength in the
middle, or cutting-down. The floor timbers forward and abaft, with regard to their general
form and arrangement, are therefore gradually lifted or raised upon a solid body of wood called
the dead or rising wood, which must, of course, have more or less rising as the body of the ship
assumes more or less fullness or capacity. See Deap Risine.
The Risine of Boats is a narrow strake of board fastened within side to support the thwarts.
See figure of the Life Boat.
RISING HALF BREADTH, or Narrowine of the FroorSweep. <A curve line, on the
half-breadth plan, which determines the distance of the radius of the floor sweeps from the middle
line. See Sheer Draught, Plate 1.
RISING FLOORS. The floors forward and abaft, which, on account of the rising of the
body, are the most difficult to be obtained, as they must be deeper in the throat or at the
cutting down to preserve strength.
RISING-LINE. An elliptical line, drawn on the plan of elevation, to determine the sweep
of the floor-heads throughout the ship’s length, which accordingly ascertains the shape of the nape
tom with regard to its being fullor sharp. See Sheer Draught, Plate 1.
RISING-SQUARE. A square used in whole moulding, upon which is marked the height
of the rising-line above the upper edge of the keel. See Plate of the Long Boat.
RISING-STRAIT, in whole moulding, is a curve line in the sheer plan, drawn at the inter
section of the strait part of the bend mould, when continued to the middle line at each re-
spective timber. See Plate of the Long Boat.
RISING-WOOD. See Dzapwoop.
Cuap, I] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, 57
ROLLERS. Cylindrical pieces of timber, revolving on an axis, and so fixed above the deck,
either horizontally or perpendicularly, as to prevent the chaffing of the cable or hawser, &c.
against the jear and topsail sheet bitts, &c. ‘Those placed forward in the manger are for the use
of the voyal or messenger.
ROLLING. Thai motion by which a ship vibrates from side to side. Rolling is therefore
a sort of revolution about an imaginary axis passing through the centre of gravity of the ship:
so that the nearer the centre of gravity is to the keel, the more violent will be the roll ; because
the centre about which the vibrations are made is placed so low in the bottom, that the resistance
made by the keel to the volume of water which it displaces in rolling, bears very little propor-
tion to the force of the vibration above the centre of gravity, the radius of which extends as
high as the mast-heads. But, if the centre of gravity is placed higher above the keel, the radius
of the vibration will not only be diminished, but such an additional force to oppose the motion
of rolling will be communicated to that part of the ship’s bottom as may contribute to diminish
this movement considerably.
It may be observed that, with respect to the formation of a ship’s body, that shape which ap-
proaches nearest to a circle is the most liable to roll; as it is evident, that if this be agitated
in the water, it will have nothing to restrain it ; because the rolling or rotation about its centre
displaces no more water than when it remains upright ; and, hence, it becomes necessary to in-
crease the depth of the keel, the rising of the floors, and the deadwood afore and abaft:
ROOMS. The different vacancies between the timbers, and likewise those between the
beams, as the Mast-Rooms, Capstan-Room, Hatch-Room, &c. Also the different apartments
or places of reserve, of which there are a number in a ship, as the Bread-Room, an apartment in
the Hold abaft for containing the bread for the ship’s use. ‘The /ish-room, an apartment next
adjoining, in which cured or dried fish was formerly stored, but which ts now generally used
as a coal-hole, and to stow spirits in. The Captain’s and Lieutenant’s Store-rooms, are two
apartments built near each other on the starboard side of the after platform, for those officers to
stow their wine in, &c. Sail-Rooms are built between decks upon the Orlop or lower deck to
contain the spare sails. The Spirit-Room is built in the hold, next before the fish-room, to contain
the spirituous liquors for the use of the ship’s company. Besides these, there are several other store-
rooms in which the Carpenter’s, Boatswain’s, and Gunner’s stores are kept ; with the Steward’s-
Room, whence most of the provisions are issued, and which is the place appear for the Purser’s
Steward to transact his business in. See Plans, Plate 5 and 6.
The Filling-Room is a place parted off and lined with lead in the magazine, wherein the
powder is started, in order to fill the cartridges.
ROOM and SPACE. The distance from the moulding edge of one timber to the moulding
edge of the next timber, which is always equal to the breadth of two timbers, and two to four
inches more. ‘The Room and Space of all ships that have ports should be so disposed, that the
scantling of the timber on each side of the lower ports, and the size of the ports fore and aft,
may be equal to the distance of two rooms and spaces. See Sheer Draught, Plate 1.
ROUGH-TREE RAILS. Rails along the waist and quarters, nearly breast high, to prevent
persons from falling overboard. This term originated from the practice in merchant vessels
I
58 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. [Boox L.
of carrying their rough or spare gear in crutch irons along their waist.. See Sheer Draught,
Plate 1.
ROUND-AFT. The segment of a circle that the stern partakes of from the Wing-transom
upward,
ROUND-HOUSE. That part of the ship abaft, which is above the quarter-deck, fitted up
with cabins, &c. for the accommodation of the officers. See Inboard Works, Plate 4. )
ROUND-HOUSE, at the Head. Conveniences or seats of ease for the officers. See Forecastle
Plan, Plate 6.
ROUND STERN. The stern of a vessel whose bottom, wales, &c. are wrought quite aft,
and unite in the stern post. Few English vessels are built on this construction excepting small
vessels, as Hoys, &c. See Square STERNED.
ROWLOCKS. The scores in the sides of boats wherein the oars or sculls are confined to
row them with.
ROW PORTS. Sguare scuttles cut through the sides of frigates, sloops, and small vessels,
one between each port in midships, through which the sweeps are worked to row them along
in a calm or light wind. In point of utility they are therefore similar to row-locks along the
gunwale of boats. See Plates 9 and 10.
ROUND-UP of the Transoms. ‘The segment of a circle to which they are sided. 7
RUDDER or Rotuer. The machine, attached to the stern post, by the pintles and braces,
which serves to direct the course of the ship. It is formed of several pieces of timber, of
which the main piece is generally of oak, extends the whole length, and forms the head. The
bearding piece, which forms the fore part, is of elm, and derives its name from its shape, be-
cause from the middle, each way, it is shaped angle-wise or bearded to two-fifths of its thickness,
or less if the stern-post is bearded back, that the rudder occasionally may form an obtuse angle
with the ship’s length. The other pieces are of fr. See Sheer Draught, Plate 1.
RUDDER-CHOCKS. Large pieces of fir, to fay or fill up the excavation on the side of the
rudder in the rudder hole ; so that the helm being in midships the rudder may be fixed, and sup-
posing the tiller broke another might thus be replaced.
RUDDER-IRONS. A name by which the pintles are frequently called. See Pinrues.
RUDDER PENDANTS. Ropes to prevent the loss of the rudder in case of its being
unshipped by accident.
RULES, Common and Supine. The common rule used by shipwrights for measuring is the
same as that used by carpenters in general, a two-feet jointed rule, divided into inches, quarters,
and eighths. The Sliding Rule is likewise similar, but with a slide, graduated logarithmically,
for shewing the result in cases of multiplication, &c. by inspection. The uses of this Rule
are shewn hereafter.
RUN. The narrowing of the ship abaft, as of the floor towards the stern-post, where it
becomes no broader than the post itself.
This term is also used to signify the running or drawing of a line on the ship, or mould
loft floor, as to run the wale line,” or deck line, &c.
Cuar. I.) EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 59
SADDLE. A piece sometimes fayed upon the upper end of the lacing to secure the fore-
most ends of the main rails.
SAGGING. See Hocatne. In seamanship, Sacerne fo leeward, signifies the movement by
which a ship makes considerable leeway, or is driven far to leeward of the course on which she
apparently sails. It is generally expressed of heavy sailing vessels, as opposed to keeping well
to windward, or “ holding a good wind.”
SAILS. The surfaces of canvas, extended on or between the masts, to receive the force of the
wind, and thereby press the vessel through the water.
SAIL-ROOM. Sce Rooms.
SAMPSON’s POST. A large pillar or stantion placed up diagonally on each side against
the quarter-deck beam, and next afore the cabin bulkhead, with its lower end tenoned into a chase
on the upper deck. It is used to bring the Fish-tackle too when fishing the anchor, &c. ‘This
name is also given to the pillar immediately under the hatchways, having scores on each side,
as steps, to go up and down by. This pillar is of so much asic scantling than the other pillars,
as not to be too much weakened by the scores.
SAWS. The most useful instruments used in carpentry. The Hand-saw is the smallest,
and is used by one hand. The Two-hand or Cross-cut Saw is much longer, and is used by two
men. The Whip-saw is the longest of all, being that generally used in a saw pit, or for the
more laborious purposes. The fHack-saw is made of a scythe, jagged at the edge, and used
chiefly, for cutting off iron bolts.
SCALE. The graduated lines, divided into equal parts, and placed at the bottom of the sheer
draught, &c. as a common measure for ascertaining the dimensions by the plan; and for this
purpose each of the larger divisions represents a foot, and the subdivisions inches. See Sheer
Draught, Plate 1.
~SCANTLING. The dimensions given for the timbers, plank, &c. . Likewise all quartering
under five inches square, which is termed Scantling ; all above that size is called Carling.
SCARPHING. The letting of one piece of timber or plank into another with a lap, in such
a manner, that both may appear as one solid and even surface, as keel-pieces, stem-pieces,
clamps, &c.
SCENDING. See Senpine.
~ SCHOONER. A cutter-built vessel, but longer in proportion than a cutter, and having two
masts whose main sail and fore sail are spread upon a gaff or boom.
» SCREEN BULKHEAD. The after bulkhead under the Roundhouse. See Inboard Works,
Plate 4, and Plans, Plate 6. .
SCREWS, Bep or Barrer. A powerful machine for lifting
large bodies ; and, when placed against the gripe of a ship ta be
launched, for starting her. It consists of two large poppets or
male screws, having holes through their heads to admit levers, a
bed formed by a large oblong piece of elm, with female screws
pao
near each end to admit the poppets, and a sole of elm plank for el ul i a
the heels of the poppets to work on, agreeably to the annexed + oe
60 EXPLANATION OF TERMS &C. USED IN SHIP-BUILDING. [Boox I,
figure. Those used as last described, have an inclined sole so as to stand square to the stem
or knee.
SCREWS, HAND. See Hann Screws.
SCROLL. A spiral ornament fastened at the drifts. See Drirrs, Likewise the finish of
the upper part of*the Hair Bracket. See Sheer Draught, Plate 1. For Scroun Heap,
see Heap.
SCUPPERS. Lead pipes let through the ship’s side to convey the water from the decks.
SCUTTLES. Square openings cut through the decks, mach less than the hatchways, for.
the purpose of handing small things up from deck to deck. There are also Scuttles cut through
the sides of the ship, some for the admission of air and light into the cabins between decks, and
some between the ports, through which the sweeps are used, to row the ship along in calms.
See Plans, Plates 5 and 6.
SEA BOAT. A vessel that bears the sea firmly, without straining her wise &c. is commonly
said to be “a good sea-boat.”
SEAMS. ‘The openings between the edges of the planks when wrought.
SEASONING. A term applied to a ship kept standing a certain time after she is completely
framed and dubbed out for planking, which should never be less than six months when circum-
stances will permit. Seasoned Plank or Timber is such as has been cut down and sawn out
one season at least, particularly when thoroughly dry, and not liable to shrink.
SEAT. The scarph or part trimmed out for a chock, &c. to fay to.
SEATING. That part of the floor which fays on the rca? pr and of a transom which
fays against the post.
SEAT TRANSOM. That transom which is fayed and bolted to the dontwattiieel next
above the deck transom, at the height of the port sills. See Inboard Works, Plate 4,
SECTION. A draught or figure, representing the internal re of the ship, at any particular
place athwartships. See Midship Sections, Plate 8.
- SENDING or Scenpine. The act of pitching violently inti the hollows or intervals of
the waves.
SETTING or SETTING-TO. The act of making the planks, &c. fay close to the timbers,
by driving wedges between the plank, &c. and a wrain-staff. Hence we say, “ set or set
away,” meaning to exert more strength. The power or engine used for the purpose of setting
is called a Serr, and is composed of two ring-bolts, and a wrain-staff, cleats, and lashings.
SHACKLES. The small ring-bolts driven into the ports, or scuttles, and through which the
lashing passes when the ports are barred in.
’ SHAKEN or SHAKY. A natural defect in plank or timber when it is full of sisi or clefts
and will not bear fastening or caulking. |
SHANK-PAINTER.» A chain bolted through the topside, abaft the cathead, to retain the
shank and flukes of the anchor when stowed.
SHEATHING. A thin sort of doubling, or casing, of fir-board or sheet copper, and some-
times of both, over the ship’s bottom, to protect the planks from worms, &c. ‘Tar and hair, or
brown paper dipt in tar and oil, is laid between the sheathing and the bottom.
Cuap. I.] EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. ' 61
SHEAVE. A cylindrical wheel, made of hard wood, moveable round a pin at its axis, and
placed in a block, of which there are several in the sides of a ship, let through the side and
chest-trees, for assisting to lead the tacks and sheets on board, &c.
SHELL-ROOMS. A compartment in a bomb-vessel, fitted up with shelves to receive bomb-
shells when charged.
SHEER. The longitudinal curve or hanging of the ship’s side in a fore and aft direction.
See Sheer Draught, Plate 1.
SHEER-DRAUGHT. The plan of elevation of a ship, whereon is described the outboard
works, as the wales, sheer-rails, ports, drifts, head, quarters, post, and stem, &c. the hang of
each deck inside, the height of the water lines, &c. See Sheer Draught, Plate 1.
SHEER-RAILS. The narrow ornamental mouldings along the topside, which are parallel to
the sheer. They are generally niade of deal, but are sometimes shenetag from the solid plank.
See Sheer Draught, Plate 1.
SHEER-STRAKE. The strake or strakes wrought in the topside, of which the upper edge
is wrought well with the toptimber line, or top of the side, and the lower edge kept well with
the upper part of the upper deck ports in midships, so as to be continued whole all fore and aft,
and not cut by the ports. It forms the chief strength of the upper part of the topside, and is
therefore always worked thicker than the other strakes, and scarphed with Hook and Butt between
the drifts. See Sheer Draught, Plate 1.
SHEER-WALES, or Mivpit-Wates. Those strakes of thick stuff in the topside of three-
decked ships which are wrought between the middle and lower deck ports.
SHEERS. ‘Two rough masts erected across the building slip, for hoisting the ship’s frames,
&c. They are lashed together at their upper ends, with tackles depending from the intersection
at top; and are kept upright by guys extending forward and aft from the heads. The heels are
lashed to prevent their spreading.
That some judgment may be formed of the dimensions of sheers, we subjoin the following,
which are sufficient for raising the stern-frame of the largest ship in the English navy. Two
masts, each 19% inches in diameter, and 66 feet long; spread at the heels, from out to outside,
46 feet 4 inches. The tackles consisting of four treble blocks, 28 inches long, the sheaves brass
coaked. The Falls new eight-inch rope. One treble block lashed, so ‘as to be fixed to the aft
part of the sheers, and another to the foreside. Shivers to stand nearly athwartships, and fair
with the leading block at the heel of the sheers, to prevent the fall from rubbing against the
cheeks of the blocks. One treble block lashed to the back of the stern-frame, between the deck
and filling transoms, to stand athwartships, and lead to the opposite sheer. To have a double
tackle at the head of the stern-post, the fall 3$ inch rope, to bowse the head forward occasi-
onally, with a double tackle at the heel of 43 inch rope, to ease it forward or bowse it aft as
required. One double tackle at each end of the wing-transom (called Horning Tackles) to lead
to the standards most convenient to horn or square the frame as wanted. The after treble block
at the sheer-head is to plumb the after part of the wing-transom as nearly as possible; and the
guys to steady the sheer-heads, two to lead forward and two aft on each side of the slip, to be
7 inch hawsers.
62 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, - [Book I,
SHIFT. A term applied to disposing the butts of the planks, &c. so that they may over-
launch each other without reducing the length, and so as to gain the most strength. The planks
of the bottom, in British-built ships of war, have a six feet shift, with three planks between each
butt, so that the planks run 24 feet long. In the bottoms of merchant ships they have a six
~ feet shift, with only two planks between each butt, making but 18 feet planks in length. The
shift of the timbers are more or less according to the contract. See Disposttion of the Frame,
Plate 2, and Planking, Plate 3.
SHIFTING. The act of setting off the length of the planks in the bottom, topside, &c.
that the butts may over-run each other, in order to make a good shift, (See Planking, Plate 3.)
Replacing old stuff with new is also called Shifting.
SHOLES. Pieces of oak or plank, placed under the soles of the standards (See Midship
Sections, Plate 8.) ; or under the heels of shores, in docks where there are no groundways,
to enable them to sustain the weight required without sinking. Old hanging port-lids are par-
ticularly suitable and useful for this purpose.
SHORES Those pieces of timber fixed under the ribbands or against the sides and bottom
of the ship to prop her up whilst buuding.
SHOT LOCKERS, or GARLANDS. Apartments built up in the Hold to contain the shot.
(See Inboard Works, Plate 4, and Plans, Plate 5.) Also pieces of oak plank, fixed against
the head ledges and coamings of the hatch and ladderways, or against the side between the ports,
to contain the shot ; for which purpose they are hollowed out to near one third of its diameter,
so that the balls lie in them about one inch asunder.
SHRINKING. The contraction or loss of substance in timber as it gets dry.
SHROUDS. ‘The range of large ropes extended from each side of the ship to the mast-
heads for the support of the masts.
SIDE COUNTER TIMBER. The stern timber which partakes of the shape of the topside,
and heels upon the end of the wing transom. See Disposition, Plate 2.
SIDING or SIDED. The size or dimensions of timber the contrary way to the moulding,
or moulded side.
SILLS or CELLS. The pieces of plank, or timber, let in horizontally between the frames,
to form the lower and upper sides of the ports, and between the timbers for scuttles, &c. See
Disposition of the Frame, Plate 2.
SINE, or Ricur Sine of an Arca. A right line drawn from one end of that arch, perpen-
dicular to a radius drawn to the other end of the arch; and being always equal to half the chord
of twice the arch. See Circle, Sc. fig. 2, Plate A.
The Co-Sing, or sine of the complement of an arch, is the sine of what the given arch wants
of 90 degrees.
The radius is called the whole sine, or the sine of 90 degrees.
The Versepv-Sivz of an arch is the part intercepted between the right sine and the sinelaer
of the arch. By an inspection of the figure it will appear that the versed sine of 60° and the
co-sine of 60° are equal.
SIRMARKS. The different places marked upon the moulds where the respective be-
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 63
vellings are to be applied, as the lower sirmark, floor sirmark, &c. See Moulds, Plate 1 of Lay-
ing off.
SKEG. The after part of the keel, or that part whereon the stern-post is fixed.
SKEG-SHORES. One or two pieces of four-inch plank, put up endways under the keg of
the ship, to steady the after part a little when in the act of launching. They are confined to
the bottom of the slip by a hinge. The upper part is rounded, and they should be so carefully
fixed as to fall readily when the ship starts ; for the writer hereof onee saw a seventy-four gun
ship detained from launching by her skeg-shores only.
SKIDS. Pieces of plank, formed to the topside of the ship, and extending vertically from
the wales to the top of the side. Their use is, to preserve the ship’s side from being injured.
by weighty bodies, when hoisted into or lowered out of the ship; but, as they are seldom wanted,
for the reason heretofore given under the article Fenders, their tendency to assist in rotting the
sides ought to explode them.
SKINNING. A term often used for Planking. See Riss.
SLEEPERS. Pieces of compass timber fayed and bolted upon the transoms and timbers
adjoining, withinside, to strengthen the buttock of the ship,
SLICES. Tapering pieces of plank, used to drive under the false keel, and settle the ship upon.
SLIDING KEELS. An invention of the ingenious Captain Schank, of the Royal Navy, to
prevent vessels from being driven to leeward by a side wind. They are composed of plank of
various widths, erected vertically, so as to slide up and down, through the keel, and are con-
structed as described hereafter. See Plate of the Cutter.
SLIDING PLANKS are the planks upon which the Bilgéways slide in Launching. See
44 Gun Ship and Launch, Plate 9.
SLIP: The foundation laid for the purpose of building the ship upon, and launching her.
SLOOP. According to the general acceptation of the word, a small merchant or coasting
vessel with one mast. But all ships of the Royal Navy carrying less than twenty guns, and
being above the class of gun-vessels, are denominated sloops, excepting bomb-vessels and fire-
ships. See Sloop of War, Plate 10. |
SLOP-ROOM. The place appointed for the Purser to keep the ship’s slops in. See Room,
and Orlop Plan, Plate 5. +
To SNAPE. To hance or bevel the end of any thing so as to fay upon an inclined plane,
SNOW. A vessel similar in construction to a Brig, but the largest of vessels fitted with two
masts. It has a square foresail and mainsail, with a trysail abaft, resembling the mizen of a
ship, and hoisted by a gaff upon a small mast, close abaft the main mast, which is called the
trysail mast.
SNYING. A term applied to planks when their edges round or curve upwards. The great
sny occasioned in full bows or buttocks is only to be prevented by introducing Steelers. See
STEELERS.
SOLE. A sort of lining to prevent wearing or tearing away the main part to which it may
be attached ; as to the Rudder, Bilgeways, &c. See Frigate and Launch, Plate 9, and Sheer
Draught, Plate 1.
64 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, [Boox I,
SPALING. Keeping the frames of a ship to their proper breadths by the cross-spales, which
should so remain till some of the deck knees are bolted. See Cross Spates.
SPANSHACKLE. A large bolt driven through the forecastle and upper deck beams, and
forelocked under each beam. It has a large square ring at the head, for the purpose of receiving
the end of the davit. It has however been long since disused in the Royal Navy, as the Davits
are more commodiously fixed in the fore-channels.
SPARS. Small firs used in making Staging.
SPECIFIC GRAVITY. The comparative difference in the weight or gravity of two bodies
of equal bulk ; hence called also, relative or comparative gravity, because we judge of it by com-
paring one bddy with another.
If bodies be equal in bulk, it is evident that their specific gravities may be easily obtained re a
common balance ; and hence fluids,‘ or any bodies that may be easily reduced to the same bulk
or form, may be easily weighed and compared.
The specific gravity of bodies which are not, nor can easily be, reduced to an equal bulk, is
not to be obtained by any method equally obvious to unphilosophical persons. A method however
has been invented for determining the specific gravities of solid bodies, whatever their figure or
dimensions; for, as it is an obvious principle, that every body immersed in a fluid must dis-
place a quantity of the fluid equal to its own bulk, and the resistance which it meets with from
the fluid will be found exactly equivalent to the weight of the fluid displaced ; hence, if any fluid,
as water, for instance, be taken as the standard of comparison, it will be easy to determine the
specific gravity of different solids, by weighing them first accurately in air, and afterwards
weighing them in water, and comparing their loss of weight in the latter fluid, which will be in
exact proportion to the space which they occupy.
To elucidate this by experiment: Suppose the specific gravities of any two metals were to
be determined, say lead and tin, for instance. Take a certain quantity of lead, and weighing
it carefully in air, I find its weight amounts to thirty-four ounces ; on weighing it again in water,
I find it weighs but thirty-one ounces; that is, it has lost three ounces of its weight: or, in other
words, the same bulk of water would weigh three ounces; the pats gravity of lead is therefore
to that of water as 34 to 3, or as 114 to J.
Again, upon weighing a certain quantity of tin, we find its pene: to bé fifteen ounces, and
on weighing it in Water, it appears to have lost two ounces of that weight : the specific gravity
of tin, therefore, to that of water, is as 15 i 2, or as 74 to 1; consequently, the comparative
gravities of the two metals are as 114 to 73
In the following table of spovific: incite the numbers express the nucilil of avoirdupois
ounces in a cubic foot of each body ; that of common or rain water being just 1000 ounces.
To determine, therefore, the specific gravity of any substance heavier than water, weigh any given
quantity of that substance in air, in a common balance, and afterwards weigh it in water,
carefully noting its loss of weight ; divide its whole absolute gravity, or weight of the sub-
stance in air by it loss of weight in water, and you will have its true specific gravity. |
* See Nicholson’s Philosophy, Vol. II. page 11.
Crap.Ij EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. 65
A TABLE OF SPECIFIC GRAVITIES.
a 11325 Ebony. ... 2.5. 1177 || Rain Water .. / . 1000 Le
Fine Copper. . : . 9000 Ditehrssss. dpsed ssthas rihdGO Dakiclacns snd ters QBGnlibe7 %
Gun Metal .... 8784 ROG geen WE Ui ts 1100 ASH Sornaud 3: du db - 800
Fine Brass .... 8350 Mahogany ..... 1063 Bech £3 sachs har 2 700
Tron from 7827 to . 7645 Box Wood). ... : 1030 glbiceBdm, :. oc h2 al of 8) 600
(ast Ipon..-. i. i065 7425 Sea Water... ... ; 1030647 Fir... 2. 2 i 2s G48
SS 1520 oA AR i "on seca". 1015 Conks.. 4a ee they nntgad
Lignum Vite... 1327 River Water... . . 1009 Common Air. .... 1,232
These numbers being the weight of a cubic foot, or 1728 cubic inches, of each of the bodies
in avoirdupois ounces ; by proportion, the quantity in any other weight, or the weight of any
other quantity, may be readily known.
For Example. Required the content of an irregular piece of oak, which weighs 76lbs.
or 1216 ounces.
Sp.gr.oz. wt.oz. cub. in.
Here as 925: 1216:: 1728: 207) = 1 ft. 543 inches cubic, the content.
Example 2. To find the weight of a log of mahogany, 20 feet long, by 2 feet square.
Here 20x 2x 2=80.
Therefore as 1ft: 80ft:: 10630z: 85040 oz. or 2 tons and 1315lbs. the weight of the log.
SPHERE. Av solid contained under one uniform round surface, such as would be formed by
the revolution of a circle about its diameter as an axis.
The solid content of a sphere or globe is to the cube of its diameter as 0,5235988 to I, or
unity ; and the proportion of its surface is to the area of a section through its diameter, as the
circumference of.a circle is to its diameter. Stee Crrcte.
SPHEROID. A. solid approaching to the figure of a sphere, and of which the mca is
generated by the entire revolution of a semi-ellipsis about its axis.
SPILES. Small wooden pins, which are driven into nail-holes, to prevent leaking, &c.
SPILINGS. The dimensions taken from a straight line, a mould’s edge, or rule-staff, to any
given line oredge. See Moulds, Plate 1 of Laying-off.-
SPIRIT ROOM. A place built abaft the after hold to contain the spirits. See Rooms.
SPIRKETTING. A thick strake, or strakes, wrought within side upon. the ends of the beams
or waterways. In ships that have ports the spirketting reaches from the waterways to the up-
per side of the lower sill, which is generally of two strakes, wrought anchor-stock fashion ; in this
case, the planks should always be such as will work as broad as possible, admitting the butts be
about six inchesbroad. See Midship Sections, Plate 8.
SPLA-BOARDS. Boards or plank fixed to an obtuse angle, to throw the light into the filling
room of a magazine. See Orlop, Plate 5.
SPRUNG. - A term indicating that a plank, &c. is strained so much in the working as to
crack or fly open, and so as to be nearly broken off. To Sprine, is to-quicken or raise the sheer.
K
66 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. [Boox I.
SPURN WATER. A channel left above the ends of a deck to prevent water from coming ~
any farther.
SPURS. Large pieces of timber, the lower ends of which are fixed to the bilgeways, and the
upper ends fayed and bolted to the ship’s bottom. They are used in some of the Royal Yards,
although not by merchant builders, as an additional security to the bilgeways in case any other
part should fail in launching the ship. |
SPURS of the BEAMS, or Beam Arm. See Beam-Arm.
A SQUARE An instrument formed by a stock and a tongue, fixed at right angles. To
Square is to horn or form with right angles; and to Sranp-Sauare is to stand or be at right
angles relatively to some object.
SQUARE BODY. The figure which comprehends all the timbers whose areas or planes are
perpendicular to the keel, which is all that portion of a ship between the cant-bodies. See Bonigs.
ASQUARE MAKER. A shipwright who cuts the butts to receive the oakum, and prepares
the work ready for the caulkers.
SQUARE RIBBANDS.. The same as horizontal ribbands. See Rispanps.
SQUARE-STERNED. <A term applied to ships whose wing-transom is at right angles, or
nearly at right angles, with the stern-post, and towards the upper sides of which the upper
planks of the bottom butt, or finish, in a rabbet formed by the tuck rail; the other part of the
plank stopping at the side counter timbers, by which means the stern may be commodiously
fitted with sashes, walks, &c. All British ships are now built upon this principle, whilst many
of other nations are still constructed by the ancient methods; hence we so frequently hear the
phrase of “Square-sterned and British built,” as our practice in this respect justly claims the
superiority over that of all other nations. _
SQUARE TIMBERS. The timbers which stand square with, or perpendicular to, the keel.
See SQUARE BODY.
‘SQUARE TUCK. A name given to the after part of a ship’s bottom when terminated in
the same direction up and down as the wing-transom, and the planks of the bottom end in arabbet
at the foreside of the fashion-piece ; whereas ships with a buttock are round or circular, and the
planks of the bottom end upon the wing-transom. See Yacht, Plate 11, and Plate 6 of Laying-off-
STABILITY. That quality which enables a ship to keep herself steadily in the water, with-
out rolling or pitching. Stability, in the construction of a ship, is only to be acquired, by fixing
the centre of gravity at a certain distance below the meta-centre; beeause the stability of the
vessel increases with the altitude of the meta-centre above the centre of gravity. But, when
the meta-centre coincides with the centre of gravity, the vessel has no tendency whatever to re-
move out of the situation into which it may be put. Thus, if the vessel be inclined either to the
starboard or larboard side, it will remain in that position till a new force is impressed upon if: in this
case, therefore, the vessel would not be able to carry sail, and is consequently unfit for the pur-
poses of navigation. If the meta-centre falls below the common centre of gravity, the vessel will
immediately overset.
As the meta-centre, or its determination, is of the utmost importance in the construction of
ships, this subject is more particularly illustrated hereafter.
Cuap. I.] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, 67
STAGES. The platforms on which the shipwrights work,
STANDARDS. Large knees, of oak or iron, fayed on the deck and against the side. The
arm upon the deck is bolted through the beams and clenched beneath, and the other arm through
the ship’s side. ‘Their use is, for strengthening the sides, and for peeisting any violent or sudden
shock. See Midship Sections, Plate 8.
There is also a standard fayed on the gun-deck against the apron forward, another against
the transoms abaft, and one in the head upon the knee, when the piece against the stem does
not run high enough for the hole of the main-stay collar. See Inboard Works, Plate 4.
Sranparps are also large poles, set up endways, at certain distances round the slips, and to
which the spars are hung to support the staging. They have cleats nailed along the fore and
after sides, at about two feet distance, in nearly the whole length.
STANDING. <A term applied to a bevelling which is obtuse, or without a square, to dis-
tinguish it from an acute or under bevelling, which is within asquare. See Circle, Fig.2. Plate A.
STANTIONS or Srantients. The upright pieces of quartering in a bulkhead, breastwork,
&c. Likewise the iron uprights, fixed round the quarters for the netting, and along the waist,
to ship the rail in, &c.
STAPLES. Crooked fastenings generally made of copper, from six to twelve inches long,
with a jagged hook at each end. ‘They are driven into the sides of main and false keels, to
fasten them.
STARBOARD-SIDE. The right-hand side of the ship when looking forward from the
stern.
STAYS. Large ropes to support the masts which are extended towards the fore part of
the ship counteracting the effort of the shrouds which mostly lead abaft, and thereby keeping the
mast in one steady position.
STEELER. A name given to the foremost or aftermost sank, in a strake which drops short
of the stem and stern post, and of which the end or butt nearest the rabbet is worked very
narrow and well forward or aft. ‘Their use is, to take out the snying edge occasioned by a full
bow, or sudden circular buttock. See Planking Expanded, Plate 3.
STEERING-WHEEL. The wheel on the quarter deck to which the tiller rope is connected ;
and, by the turning of which, the helm is moved or kept in any fixed position. See Inboard
Works, Plate 4.
STEM. The main timber at the fore part of the ship, formed, by the combination of several
pieces, into a circular shape, and erected vertically to receive the ends of the bow-planks,
which are united to it by means of a rabbet: Its lower end scarphs or boxes into the keel,
through which the rabbet is also carried, and the bottom unites in the same manner. See
Riss. See Sheer Draught, Plate 1. 7
STEMSON. A piece of compass timber, wrought on the aft part of the apron withinside,
the lower end of which scarphs into the kelson. Its upper end is continued as high as the
middle or upper deck ; and its use is to succour the scarphs of the apron, as that does those
of the stem. See Jnboard Works, Plate 4.
68 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, _ [Boox I.
STEPPING. A rabbet sunk in the dead-wood, at the bearding line, whereon the heels of the
timbers rest. See Bearnine Line. See also Sheer Draught, Plate 1.
STEPS or rat Masts. The steps into which the heels of the masts are fixed, are large ee
of timber. Those for the main and fore masts are fixed across the kelson, and that for the
mizen mast upon the lower deck beams. ‘The holes or mortises into which the masts step,
should have sufficient wood on each side, to accord in strength with the tenon left at the heel
of the mast, and the hole should be cut rather less than the tenon, as an allowance for shrink-
ing. See Inboard Works, Plate 4.
STEPS for the Carstan. Solid jumps of oak, fixed on the beams, in which the heels of the wee
stans work. See Inboard Works, Plate 4.
STEPS ror rue Suip’s stipe. The pieces of quartering, with mouldings, nailed to the sides
amidships, about nine inches asunder, from the wale upwards, for the convenience of persons
getting on board. See Sheer Draught, Plate 1.
STERN. The after part of the ship, extending from the wing transom upwards, being termi-
nated above by the taffarel, below by the counters, and on the sides by the quarter-pieces. It
therefore comprehends the lights or windows of the Captain’s cabin, &c. See Sheer Draught,
Plate |
STERN FRAME. The strong frame of timber, composed. of the stern-post, transoms, and,
fashion-pieces, which form the basis of the whole stern. See Plate 5 of Laying-off.-
STERN-POST. The principal piece of timber in the stern frame, on which the rudder is
hung, and to which the transoms are bolted. It therefore terminates the ship below the wing-
transom, and its lower end is tenoned into the keel. See Sheer Draught, Plate 1.
STEWARD’S ROOM. An apartment built on the larboard side of the after platform,
whence the purser’s steward issues the provisions to the ship’s company, and where he makes
up his accounts, &c. See Plans, Plate 5.
STIFF. Stable or steady. Sce Srasitrry.
STILES, The upright pieces of the framing of the great cabin bulkheads, &c. which com-
prehend the panels.
STIRRUP. An iron or copper plate, that turns upwards on each side of a ship’s keel and
deadwood, at the fore-foot, or at her skeg, and bolts through all. This can only be necessary
when the deadwood-bolts are driven short, or are supposed to be insufficient.
STIVING. The elevation of a ship’s cathead or bowsprit; or the angle which either
makes with the horizon. See Sheer Draught, Plate 1
STOOLS. Pieces of plank, bolted to the quarters, for the purpose of forming and erecting
the galleries. (See Sheer Draught, Plate 1.) Also ornamental blocks for the poop lanterns
to stand on abaft. See Sloop, Plate 10. See also Bacxstay SToots.
STOPPINGS-UP. The poppets, timber, &c. used to fill up the vacancy between the upper
side of the bilgeways and the ship’s bottom, for supporting her when launching. See Launeh,
Plate 9.
STOPPER-BOLTS. Large ring-bolts, driven through the deck and beams before the main-
Cuap. I.) EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING, 69
hatch, for the use of the stoppers. ‘They are carefully clenched on iron plates beneath. See
Gun-deck Plan, Plate 5.
STOPPERS. Short ropes, with a knot at one end, and the other end turned round a
thimble into the ring of the stopper-bolts, by which, and its laniard, the cable is confined.
STORE-ROOMS. The several apartments built upon the platform to contain the different
officer’s stores.. See Rooms. See also Plans, Plate 5.
STRAIGHT of BREADTH. The space before and abaft dead-flat, in which the ship is of
the same uniform breadth, or of the same breadth as at ® or dead-flat. See Deap-Fiat..
STRAKE. One breadth of plank wrought from one end of the ship to the other, either within
or without board.
A STREAM. A quantity of fluid, having all its particles moving in one direction, and in
parallel lines. The breadth of the stream is considered as a line perpendicular to all these pa-
rallels. See Base.
A Fitament is an imaginary portion of a stream, of very small breadth, consisting of a row
of corpuscles, or of an indefinite number of particles, following each other in the same direction,
so as successively to impinge on, or glide along, the surface of a solid body.
STRING. One or two planks withinside, next under the gunwale, answering to the sheer-
strake withoutside, scarphed in the same manner as the sheer-strake, giving shift to the scarphs
of the sheer-strake, and bolted through the ship’s side into the sheer-strake between the drifts,
to give greater strength ; as this part requires all the security that is possible to be given, in order
to assist the sheer. See Midship Sections, Plates.
SUB-NORMAL. A line which determines the position in
the axis of a curve, where a normal, or perpendicular, raised
from the point of contact of a tangent to the curve, cuts the
axis. Or, the sub-normal is a line which determines the point
wherein the axis is cut by a line falling perpendicularly on the
tangent in the point of contact. Thus TM, being a tangent to
a curve in M, and MR a normal or perpendicular to the tangent, T Po R
the line PR, intercepted between the semi-ordinate PM and the normal MR, is called the
sub-normal. Hence, in a parabola, the sub-normal PR is to the semi-ordinate PM, as PM is
to PT, and MR toTM. 2, In the parabola the sub-normal PR issubduple of the parameter ;
and, consequently, an invariable quantity.
SUPERNATANT parr or THE snip. That part which when afloat, is above the water:
Anciently expressed by the name of Dead Work.
SUPPORTERS. The circular knees placed under the catheads for their security and support.
See Sheer Draught, Plate 1.
SURGE. The tapered part of the whelps, between the chocks of the capstan, upon which,
when judiciously hollowed, the messenger may surge itself without any other incumbrance, See
Capstan, Plate 7.
SURMARKS. See Sirmarxs.
70 EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING, [Boox I.
SWEEP or tue TILLER. A semi-circular plank, fixed up under the beams near the fore
end of the tiller, which it supports.
On the foreside of the sweep is a groove for the tiller rope, in which groove rollers are fixed
to enliven the rope. On the :aftside is a ledge or rabbet defended with iron plate, on which
the goose-neck of the tiller traverses. See Plan of the Upper Deck, Plate 6.
SWEEPS. The various parts of the bodies shaped by segments of circles. Such are the
Floor Sweeps, Lower Breadth Sweep, Upper Breadth Swecp, and Back Sweep, or Toptimber
Hollow. See Frames. See also Body Plan, Plate 1.
SYPHERED. A mode of joining, by over-lapping the edge of one plank upon another, with
a bevelling edge, instead of rabbetting, in such a manner that both planks shall make a plain
surface, though not a flat or square joint. See Harris-Cur.
‘TABLING. Letting one piece of timber into another by alternate scores or projections from
the middle, so that it cannot be drawn asunder either lengthwise or sidewise. See Beams of Gun-
deck Plan, Plate 5.
TACKLE. An assemblage of two or more blocks, connected by a rope called the Fall,
reeved through their mortises, and used for lifting or removing weighty bodies.
TAFFAREL, or TAFF-RAIL. The upper part of the ship’s stern, usually ornamented
with carved work or mouldings, the ends of which unite to the quarter-pieces. . See Sheer
Draught, Plate 1.
To TAIL, or DOVE-TAIL, To let one piece of timber into another, when the lap forms
a.sort of wedge, so that it cannot come asunder endways. See Sloop’s Siern, Plate 10.
To TAKE-IN. To come up with a sett and make it fast again closer to the plank, as it
works nearer to the Timbers. See Serr.
TANGENT. The tangent of a circular arch is a right line, raised perpendicularly on the
extreme of the diameter, and continued to a point where it is cut by a secant, that is, by a”
line drawn from the centre through the extremity of the arch, whereof it is a tangent. See
Circle, Figure 2. Plate A.
The tangent of a curve, or tangential line, is a right line which only-touches the curve in one
point but does not cut it.
TAR. The juices of the Pine or Fir-tree boiled to a thick consistence, and used to pay the
joints between scarphs of beams, &c. and also the outside of the ship; as tar, by filling up
the pores of the wood, prevents the sun from splitting, and the wet from rotting it.
TASTING of PLANK or TIMBER. Chipping it with an adze, or boring it with a small
auger, for the purpose of ascertaining its quality or defects.
TO TEACH. A term applied to the direction that any line, &c, seems to point out. Thus
we say “ let the line or mould teach fair to such a spot, rase, &c.”
TENON. The square part at the end of one piece of timber diminished so as to fix in a hole
of another piece, called a mortise, for joining or fastening the two pieces together.
TERMS or TERM PIECES. Pieces of carved work placed under each end of the taffarel,
upon the side stern-timber, and reaching as low down as the foot-rail of the balcony.
Cuap. I} EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 71
THWARTS. The benches in a boat whereon the rowers sit to manage their oars.
THOLES. The battens or pins which form the rowlocks of a boat.
TIER. A regular row of any thing, as of carlings, of shores, of ships, &c. See Gun-deck
Plan, Plate 5.
THICKSTUFF. A name for sided timber, exceeding four inches, but not being more than
twelve inches, in thickness,
THROAT. The inside of knee timber at the middle or turn of the arms. Also the mid-
ship part of the floor timbers.
THWARTSHIPS, or Atruwartsuips. Across the ship, or feale one side to the other. Riexrt-
ATHWART, signifies square, or at right angles, with the keel.
TILLER. A piece of timber (which should be straight-grained and free from knots) fitted
into the head of the rudder as a lever, for the purpose of moving it from side to side, in order
to steer the ship. See Inboard Works, Plate 4, and Upper-deck Plan, Plate 6.
TIMBERS. A name given generally to the pieces of timber which compose the frame of a.
ship (see Plate 2), as floor timbers, futtock timbers, and top timbers (see Midship Sections,
Plate 8); as also the stem or head timbers, and the stern timbers (see Sheer Draught, Plate 1),
Sometimes those carved ornaments upon the munions, in the stead of pilasters, are called stern
timbers.
TIMBER and ROOM, or-Room and Space. See the latter.
TONNAGE. The cubical content, or burthen, of a ship in tons; which is commonly esti-
mated by a fantastical rule, given hereafter, producing what is denominated the Builder’s Ton-
nage. The real burthen a ship is to carry, when brought down in the water to the load draught
of water intended in the construction, may be found by the rules given in the subsequent part
of this work.
The word is derived from a Ton, or weight of water equal to 2000 pounds; for, it appears
that, anciently, a cubic foot of water, weighing 623 pounds, was assumed as a general standard
for liquids. This cubic foot, multiplied by 32, gives 2000, the original weight of a ton. Hence
8 cubic feet of water made a hogshead, and 4 meicetadin a ton, im capacity and denomination
as well as weight.
TOP-HAMPER. Any unnecessary weight aloft, either on the topside of the ship or about
its tops and rigging.
TOP and BUTT. A method of working English plank so as to make hii conversion. As
the plank runs very narrow at the top clear of sap, this is done by disposing the top end of
every plank within six feet of the butt end of the plank above or below it, letting every plank
work, as broad as it will hold clear of sap, by which siecisien ne an can every other seam produce
a fair edge. See Planking, Plate 3.
TOPSIDE. A name given to all that part of a ship’s side above the main-wales.
TOP-TIMBERS. The timbers which form the topside. The first general tier which reach
the top are called the long top-timbers, and those below are called the short top-timbers. See
Frames, See also Disposition, Plate 2, and Midship Sections, Plate 8.
TOP TIMBER LINE. The curve limiting the height of the sheer at the given breadth of
the top-timbers.
72 EXPLANATION. OF TERMS, &C, USED 1N SHIP-BUILDING. {Book I.
TOP TIMBER HALF-BREADTH. A section containing one half ofthe ship, at the height
of the top-timber line, perpendicular to the plane of elevation.
TOP TIMBER SWEEP. See Frames.
TOUCH. The broadest part of a plank worked top and butt, which place is six vist from
the butt end. Or, the middle of a plank worked anchor-stock fashion. Also the sudden angles
of the stern-timbers at the counters, &c.
TRAIL-BOARDS. A term for the caryed work, between the cheeks, at the heel of the
figure.
TRANSOMS. The thwartship timbers which are bolted to the stern-post in order to form
the buttock ; and of which the curves, forming the round aft, are represented on the horizontal,
or half-breadth plan of the ship. See Sheer Draught, Plate 1, and Plate 5 of Laying off:
TRANSOM-KNEES. | Knees bolted to the transoms and the side of the ship in the direc-
tion of the transoms. These knees when they cross the transoms are called SLEEPERs. »
TRANSPORTING. Moving a ship from one situation to another by hawsers only. °
TRANSPORTING BLOCKS. ‘Two snatch blocks, fitted on each side above the taffarel to
admit a hawser, when transporting the ship from one place to another. See Sloop, Plate 10.
TRANSVERSE AXIS. See Conic Sections.
TRANSVERSE SECTION. A thwartship view of any part of the ship; but may be more
properly applied when the section is not strictly athwartships. See Mcdship Sections, Plate 8.
TREAD of the KEEL. The whole length of the keel upon a straight line.
TRICING BATTENS. Battens about two inches thick and four inches broad, nailed up
under the deck between the beams, and to which the sailors trice up the middle of their ham-
mocks out of the headway.
To TRIM. To work or finish any piece of timber or plank into its proper form or shape. °
TREENAILS. Cylindrical oak pins driven through the planks and timbers of a vessel to
fasten or connect them together. These certainly make the best fastening when driven quite
through, and caulked or wedged inside. They should be made of the very best oak, cut near
the butt, and perfectly dry or well seasoned.
TRUSS. Short pieces of carved work, mostly in small ships, fitted under the taffarel in the
same manner as the term pieces.
THE TUCK. The aft part of the ship where the ends of the planks of the bottom are ter-
minated by the tuck-rail, and all below the wing-transom when it partakes of the figure of the
wing-transom as far as the Fashion-pieces. See Savarn Tucx. See also Yacht, Plate 10, and
Plate 6 of Laying off:
TUCK-RAIL. The rail which is wrought well with the upper side of the wing-transom,
and forms a rabbet for the purpose of caulking the butt ends of the planks of the bottom. .. See
Sheer Draught, Plate 1.
TUMBLING HOME, or Fattine Home. The inclination of the topside from a perpendi-
cular towards the centre or middle line of the ship. The topsides of three-decked ships have
the greatest tumbling home, for the purpose of clearing the upper works from the smoke and
fire of the lower guns. The advantages and disadvantages of tumbling-home sides will be found
discussed hereafter.
Cuaar. I] EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. 73
VERTEX. The top or point of a Cone, Pyramid, &c.
The vertex of an angle is the angular point; and those angles which, being opposite to one
another, do touch only in the angular point, are called vertical angles. See Circle, fig. 2
Plate A.
The vertex of any plane figure, is the angle opposite to the base; and the vertex of a curve,
is the point from which the diameter is drawn, or the intersection of the diameter and curve.
See the plate (B) of Conic Sections, wherein the points A and B, figure 11, are vertices of the
Hyperbola.
VICE VERSA. A Latin phrase, importing on the contrary. Thus, increasing the breadth
of the ship is the principal change of dimension for enlarging the tonnage; and, vice versa,
decreasing the breadth reduces the tonnage.
VIS INERTL®. That property of resistance, in matter, by which all bodies are perfeetly
indifferent to motion and rest. For, in other words, a body, if once at rest, will naturally
remain so, unless disturbed by some power acting upon it; and, a body in motion will continue
that motion, in the same direction, and with the same velocity, unless stopped or impelled by
some external cause.
Nature, in every case, evinces the first part of this proposition; since no part or portion of
inanimate matter appears capable of giving itself any degree of motion. — The latter part of
the proposition, namely, that a body will continue its motion for ever, unless prevented by
external force, is not so easy to illustrate; since we are not able to produce any species of
motion which is not, in some degree, counteracted by the force of gravitation, or by some
resisting medium. ‘The conclusion, however, appears to be fairly drawn; since the least obstruc-
tion which is opposed to any body in motion increases in its effect as the motion continues,
Thus a ball will continue longer in motion on a smooth than on an uneven surface ; whence we
may reasonably infer that, if all obstacles were completely removed, motion once communicated
would never cease. See Motion.
VIS INSITA. The innate force of matter, or power of resisting; by which every body, as
much as in it lies, endeavours to persevere in its present state, whether of rest or of moving
uniformly forward in a right line. This force is always proportional to the quantity of matter
in the body, and differs in nothing from the Vis Jneréie but in our manner of conceiving it.
UNDER. A term applied to any bevelling that is within a square, or forming an acute
angle. See Beveiune.
To UNSHIP. To remove any thing from its place, or the situation in which it is generally
used. ‘Thus, to unship the Tiller, is to take it out of the rudder-head.
VOYAL. A large rope, used to unmoor, or heave up the anchor, by communicating the
effect of the capstan to the cable.
UPPER BREADTH SWEEP. See ee
“UPPER-DECK. The highest of those decks which are continued, throughout the whole '
length of a ship, without falls or interruption. See Inboard Works, Plate 4, and its Plan,
Plate 6.
UPPER HEIGHT OF BREADTH. See Hetenr of Bréapra.
L
74 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. [Boox I.
UPPER STRAKE or Boats. <A Strake thicker than those of the bottom, wrought round
the Gunwale. See figure of the Yawu.
UPPER-WORKS. A general name given to all that part of the ship above the Wales; or
all that part which may be considered as separated from the bottom by the main wale... See
Sheer Draught, Plate 1. ‘i |
UPRIGHT. ‘The position of a ship when she neither inclines to one side nor to the other.
Hence, any thing is said to be upright when square with, or perpendicular to, the Keel.
As the ship, when building, les with a declivity for the purpose of launching, it is evident,
that every thing within her intended to be perpendicular, or upright, when afloat, must be set
so much farther aft as its upper part or head inclines from a plumb or perpendicular in its length,
according to the angle made by the declivity of the ship in the same length.
WAIST. <A name given to that part of the topside above the upper deck, between the main
and fore drifts. See Sheer Draught, Plate 1.
WALES. The principal strakes of thick stuff, wrought on the outside of the sie upon the
main breadth, or broadest part of the body, and which are called the Main Wales. | Also those
that are wrought between the ports, which are called the Channel Wales and Middle or Sheer
Wales. The Main Wales are the lower wales, which are generally placed on the lower breadth.
See the respective articles. See also Sheer Draught, Plate 1.
WALL-SIDED. A term applied to the topsides of a ship when the main breadth is conti-
nued very low down and very high up, so that the topsides appear strait and upright like a wall.
WARD ROOM. ‘The apartment in which the officers mess, &c. next under the captain’s
cabin. .
WASH-BOARD. A shifting strake along the topsides of a small vessel, used occasionally
to keep out the sea.
WATER LINES, or Linzs of Fioaration. Those horizontal lines, supposed to be deseribed
by the surface of the water on the bottom of a ship, and which are exhibited at certain depths
upon the sheer-draught. Of these, the most particular are those denominated the Light Water
Line and the Load Water Line; the former, namely, the Light Water Line, being that line
which shews the depression of the ship’s body in the water, when light or unladen, as when first
launched; and the latter, which exhibits the same when laden with her guns and ballast, or
cargo. (See Sheer Draught, Plate 1.) In the Half-breadth Plan these lines are curves limiting
the Half-breadth of the ship at the height of the corresponding lines in the Sheer Plan.
WATER WAYS. The edge of the deck next the timbers, which is wrought thicker than
the rest of the deck, and so hollowed to the thickness of the deck as to form a gutter or channel
for the water to run through to the scuppers. See Upper-deck Plan, Plate 6, and Midship
Sections, Plate 8.
WEDGE. A triangular solid, much used in the construction of a ship, and too well a
to need description. It is one of the mechanic powers, the most simple and of the greatest
force. See Mecuanics.
WEIGHT. That quality in natural bodies whereby they tend downwards towards the centre
Cua. I] EXPLANATION OF TERMS, &C. USED IN SHIP-BUILDING. 75
of the earth. See Graviry. In common language, weight and gravity are considered as the
same thing. There is, however, a distinction: as one may conceive gravity to be the quality,
as inherent in the body, and weight the same quality exerting itself either against an obstacle
or otherwise. Hence weight may be distinguished, like gravity, into absolute and _ specific.
Sir Isaac Newton has demonstrated that the weights of all bodies, at equal distances from the
centre of the Earth, are proportionable to the quantities of matter each contains. Hence the
quantity of matter contained in a cubic foot of ebony is much greater than that contained in a
cubic foot of fir; &c. See Speciric Gravity.
WELL. The apartment formed in the middle of the hold, by bulkheads erected to inclose
the pumps, and protect them from injury which might otherwise accrue from the lading and
ballast, and also to give ready admittance for examining the state of the pumps, &c. See In-
board Works, Plates 4 and 5.
- The Well in a fishing smack is a strong apartment to contain live fish, built water-tight in
the middle of the hold, with a number of holes through its bottom, by means of which thé fish
are continually supplied with water, and preserved alive. See Draught of the Smack.
Wet also implies in the same range or even with a surface.
WELL-GROWN.. This term implies that the grain of the wood follows the shape required,
as in knee-timber, &c.
WHELPS. . The brackets or projecting parts of a capstan from the barrel. See Capstan.
And also Capstan, Plate 7.
WHOLE MOULDED. A term applied to the bodies of those ships which are so constructed
that one Mould made to the midship bend, with the addition of a floor hollow, will mould all
the timbers, below the main breadth, in the square body.
Before the art of ship-building was brought to its present perfection, the method of whole
moulding was in great repute, and was much practised by the unskilful; as, however, the art
improved, this method became less approved of in the construction of ships, whose form of
the midship-bend was required to be such, that if they were whole moulded nearly forward and
aft, they would not only be incapable of rising in a heavy sea, but be deprived in a great mea-
sure of the more advantageous use of the rudder: for, by whole moulding, no more is narrowed
at the floor than at the main breadth; nor must the rising line lift any more than the lower
height of breadth; which, according to the form of some midship-bends, would make a very ill-
constructed body. |
How far whole moulding may be used without injury may be seen by the Long Boat treated
of hereafter; Boats being now the only vessels in which this method is practised.
WINCH. A small windlass, with an iron axis, hung in rhodings or gudgeons, with a,conical
piece of timber at each end without the cheeks, It is hove round by two iron handles, formed
by cranks or winches, from which it takes its name.
WINDING. Twisting or curving. Hence the.expression “ Winding” is used in opposi-
tion to “ Out of Winding.” See Our of Winpina.
WINDLASS. An horizontal machine, composed of timber, and used in merchant ships for
76 EXPLANATION OF TERMS, &C, USED IN SHIP-BUILDING. [Book I.
heaving up their anchors in lieu of a capstan. It is more fully described hereafter, See Wind-
lass, Plate 7.
WINDLASS CHOCKS. Pieces of oak or elm, fastened to the sides of small vessels, and
by which the ends of the Windlass are suspended.
WINGS. The places next the side upon the orlop, usually parted off in ships of war, that
the carpenter and his crew may have access round the ship, in time of action, to plug up shot-
holes, &c. See Orlop Plan, Plate 5.
WING-TRANSOM. The uppermost transom in the stern frame, upon which the heels of
the counter timbers are let in and rest. It is by some called the main transom. See Shee
Draught, Plate 1.
WITHIN-BOARD. Within the ship.
WITHOUT-BOARD. Without the ship.
WOOD and WOOD. This term implies that when a treenail, &c. is driven through, its.
point is directly even with the inside surface, whether plank or timber.
WOOD-LOCK. A piece of elm, or oak, closely fitted, and sheathed with copper, in the
throating or score of the pintle, near the load water-line; so that, when the rudder is hung, and
the wood-lock nailed in its place, it cannot rise, because the latter butts against the under side
of the Brace and butt of the score. See Sloop of War, Plate 10.
WRAIN BOLTS. Ring bolts, used when planking, with two or more forelock holes in ithe
end for taking-in the sett as the plank, &c. works nearer the timbers.
WRAIN STAVES. A sort of stout billets of tough wood, tapered at the ends so as to go
into the ring of the wrain bolt to make the setts necessary for bringing-to the planks or thick-
stuff to the timbers. .
WRUNG-HEADS. An ancient name given to that part of the ship near the floor heads
and second futtock heels, which, when a ship lies aground, bears the greatest strain.
YARDS. The long cylindrical pieces of timber, suspended upon the masts to eitheda the
sails to the wind.
YACHT. A vessel of state or pleasure, usually employed to carry noble personages, and
accordingly fitted with convenient apartments and suitable furniture. |
YAWL, See Boats.
Cuap. II.] 77
CHAPTER II.
OF FLUIDS, AND THEIR ACTION ON FLOATING BODIES, AS INVESTIGATED BY ACTUAL
EXPERIMENT.
OF all the considerations, which naturally present themselves, preparatory to the construction of
a navigable vessel, it is obvious, that the first must arise from the nature of the fluids in which
it is to move, and by which it is to be actuated and supported.
This subject, therefore, presents itself as the primary object of our discussion ; and as the
means of investigating the best forms of vessels intended for navigating the ocean, whether for
particular or general services, and required to possess, in a peculiar degree, either the qualities
best adapted for expedition, strength, or capacity; or, so far as is practicable, a combination of
the whole.
In the present chapter we shall, consequently, briefly explain the nature of fluids; and shall,
secondly, shew the manner in which they are found to operate upon bodies of various forms,
as navigable vessels.
§ 1, OF THE NATURE AND ACTION OF FLUIDS IN GENERAL.
‘Tuer only fluids which become the subjects of our present consideration are, Common Air, or
the air we breathe, and Water. But especially the latter. The former,in a general sense, is that
invisible fluid, or atmosphere, surrounding the globe on which we live; and on which depends
not only animal but vegetable life. Air is reckoned amongst the number of fluids, because it
has all the properties by which a fluid is distinguished ; for, it yields to the least force impressed,
its parts are easily moved among one another, it presses according to its perpendicular height,
and its pressure is every way equal.
Air differs from all other fluids in the three following particulars. 1. It can be compressed
into a much less space than that which it naturally possesses. 2. It cannot be congealed or
fixed, as other fluidsmay. 3. It is of a different density in every part, upward, from the earth’s
surface; decreasing in its weight, bulk for bulk, the higher it rises; and therefore also decreasing
indensity. 4. Itis of an elastic nature; and the force of its spring is equal to its density.
That air is a body is evident, from its excluding all other bodies out of the space it possesses :
78 OF THE NATURE AND ACTION OF FLUIDS. [Boox I.
for, if a hollow vessel, as a jar, be plunged, with its mouth downwards, into a vessel of water,
but very little water will get into the jar, because the air, of which it is full, keeps the water
out. As air is a body, it must needs have gravity or weight: and that it is weighty is de-
monstrated by experiment. For, if air be excluded from a vessel by means of the air-pump, the
vessel is found to be lighter than when filled. A bottle that holds a wine quart is found to be
seventeen grains lighter. Now, as a quart of water weighs 14625 grains; this, divided by 17,
quotes 860 in round numbers; which shews that water is 860 times as heavy as air near the
surface of the earth. ‘
As the air rises above the earth’s surface, it grows rarer, and consequently lighter, bulk for
bulk ; for, since itis of an elastic or springy nature, and its lowermost parts are pressed with
the seibit of all that is above them, it is plain that the air must be more dense or compact at
the earth’s surface than at any height above it; and gradually rarer the higher up. For the
density of the air is always as the force that compresseth it: and therefore the air towards the
upper parts of the atmosphere being less pressed than that which is near the earth, it will expand
itself and thereby become thinner than at the earth’s surface.
It has been demonstrated that, if altitudes in the air be taken in arithmetical Feit set the
rarity of the air will be in geometrical proportion. ‘That is to say, at the altitude of seven miles
above the surface of the earth, the air is four times lighter and thinner than on the earth’s surface ;
but, at twice that height, or at the altitude of fourteen miles, it is sixteen times thinner, &c.
The weight or pressure of the air may be exactly determined by the following experiment.
Take a glass tube, about three feet long, and open at one end; fill it with quicksilver, and,
putting your finger upon the open end, turn that end downward, and immerse it in a small
vessel of quicksilver, without letting in any air; then take away your finger, and the quick-
silver will remain suspended in the tube 29% inches above its surface in the vessel; sometimes
more and at other times less, as the weight of the air is varied by wind and other causes. That
the quicksilver is kept up in the tube by the pressure of the atmosphere upon that in the bason,
is evident ; for, if the bason and tube be put under a glass, and the air be then drawn out of
the glass, all the quicksilver in the tube will fall down into the bason ; and, if the air be let in
again, the quicksilver will rise to the same height as before. Therefore the air’s pressure on
the surface of the earth is equal to the weight of 293 inches depth of quicksilver, in every part
of the earth’s surface, at a mean rate. A square column of quicksilver, 294 inches high, and
one inch thick, weighs just 15 pounds, which is equal to the pressure of air upon every square
inch of the earth’s surface; and 144 times as much, or 2160 pounds upon every square foot ;
because a square foot contains 144 square inches. At this rate, a middle sized man, whose
surface may be about 14 square feet, sustains a pressure of 30,240 pounds, when the air is of a
mean gravity: a pressure which would be insupportable, and even fatal, were it not equal on
every part, and counterbalanced by the spring of the air within us, which is diffused through
the whole body, and re-acts with an equal force against the outward pressure.
When the end of a pipe is immersed in water, and the air is drawn out of the pipe, the
water will rise in it to the height of 33 feet above the surface of the water jn which it is immersed ;
but will go no higher: for it is found, that a common pump will draw water no higher than
Cuap. II.] OF THE NATURE AND ACTION OF FLUIDS. 79
383 feet above the surface of the well; and unless the bucket goes within that distance from
the well, the water will never get above it. Now, as it is the pressure of the atmosphere on
the surface of the water in the well that causes the water to ascend in the pump, and follow the
piston or bucket, when the air above it is lifted up; it is evident that a column of water, 33 feet
high, is equal in weight to a column of quicksilver, of the same diameter, 293 inches high; and
to as thick a column of air, reaching from the earth’s surface to the top of the atmosphere. In
serene calm weather, the air has weight enough to support a column of quicksilver 31 inches high;
but im tempestuous stormy weather, not above 28-inches. Hence the quicksilver, thus sup-
‘ported in a glass tube, is found to be a nice counterbalance to the weight of the air, and is ac-
cordingly used to shew its perpetual fluctuations.
As the air presses with equal force in all directions, not only downwards, but slanting,
‘sideways, and upwards, it preserves its equilibrium every way; the softest bodies, of course,
- sustain it without suffering any change in their figure, as do the most brittle without being
broken. . But, if the pressure be taken off from any one particular part, the full force of it, in
an opposite direction, will be immediately found.
The most essential particular in which Air differs from Water and other liquid fluids is its
elasticity, or wondrous powers of expansion and condensation. ‘This elastic quality is that
by which, like a spring, it allows itself to be compressed into a smaller bulk, and by which
it again dilates to its original space upon removing the pressure.
The.utmost limit to which air, of the density which it possesses at the surface of the earth,
is capable of being compressed is unknown. It has certainly been compressed into less than
1500 times less space than it naturally occupies. Its dilatation has been also found to be very
surprising. Mr. Boyle once caused it to dilate into 13679 times its natural space; and this
altogether by its own expansive force. Hence it appears, that the air, near the surface of the
earth, is compressed into at Jeast the 13679th part of the space it would possess in vacuo.
That the air is constituted of particles endued with repulsive powers is manifest from its ex-
pansion, when the force with which it is compressed is removed. The particles being kept at a
distance by their mutual repulsion, it is easy to conceive that they may move very freely amongst
each other, and that this motion may take place in all directions, each particle exerting its re-
pulsive power equally on all sides. ‘Thus far we are acquainted with the constitution of this
fluid ; but with what absolute degree of facility, and how this may be effected under different
degrees of compression, are circumstances of which we are ignorant.
WATER. Water is not a simple elementary substance, as it has long been supposed, but
appears to be compounded of two elements, named by the chymists, Oxygene and Hydregene,
or pure and inflammable air, which are capable, when united, of decomposition or condensation
into water, by means of fire *. It is known to be the most penetrative of all bodies, after
fire; and is said to be more fluid than air, since it will find its way through smaller pores. In-
* The discovery of the generative principle of water is included amongst the greatest discoveries in physical science
of the present age. One hundred grains of water consist of 85. grains of oxygene, otherwise called vital or pure air ; and
15 of the base of inflammable gas, or hydrogene, which signities the generative principle of water.
80 OF THE NATURE AND ACTION OF FLUIDS. [Boox I.
finitely small, however, as its particles or constituent parts must be, they are universally con-
sidered as hard and spherical; every particle of itself a solid consistent body, no fluid singly,
but becoming so only on being joined with particles of the same kind. We suppose them to
be so, because it is otherwise extremely difficult to conceive how they can moye amongst
each other with such extreme facility, and produce effects in directions opposite to the impressed
force without any sensible loss of motion. If the particles be not in contact, they must be kept
at a distance by some repulsive power. But it is manifest that these particles attract each
other from the drops of all perfect liquids affecting to form themselves into spheres; and the
repulsion seems as evident from the expansion of water by heat, and the possibility of con-
verting it into two permanently elastic fluids *; for it is hard to conceive that heat can actually
create any new powers, or that it can of itself produce any such effects. Hence we may admit
the existence both of attraction and repulsion ; and, suppose that, where one ends the other
begins.
Water, as we have before observed, is 860 times heavier than’‘common air. That its particles
must be hard, and touch each other, appears from its incompressibility. For it is known, by
experience, that it cannot be compressed or forced into less space than it naturally occupies by
any mechanical means that can be employed upon it. ‘That it will float the greatest and
heaviest bodies which occupy more space than itself is a fact too well known to need ex-
planation here +. Its power and pressure increase according to its altitude, regardless of its
quantity, as we shall presently shew; and, as it is incompressible, and presses equally in all direc-
tions, if we suppose a tight dock to be made that would nearly fit to the bottom of the largest
ship of war to her floating mark—half an inch, or the least thickness, of water, would lift and float
this ship as effectually as the whole ocean.
That fluids have vacuities will become evident upon mixing salt with water, a certain quantity
of which will be dissolved, and thereby imbibed, without enlarging the dimensions; the fluid
may also still receive a certain quantity of other dissoluble bodies, whose particles are adapted
to the vacancies remaining, without adding to the bulk, although the absolute weight of the whole
fluid be thereby increased. ‘This is demonstrable by weighing a phial of rain water, critically,
with a nice balance: pour this water into a cup, and add salt to it ; refund as much of the clear
liquor as will again fill the vial ; an increase of weight will be found under the same dimensions,
from a repletion of the vacuities of the fresh water with the saline particles; after which it will
receive a certain quantity of sugar; and, after that, a certain quantity of alum, and Pete
other dissoluble bodies, and not increase its first dimension.
We may, of course, consider water as composed of an infinity of corpuscles, or small elementary
particles, of which the figures are unknown; and every particle, in itself, as in a state of rest,
and as forming an equilibrium to all the particles that press on and surround it. This prin-
ciple seems to require no other demonstration than that,—If a fluid particle were not equally
pressed on all sides in the midst of that body of fluid, of which it forms a part, it would of
* Pure and Inflammable Air.
+ See the article Speciric Gravity in the preceding Chapter. ai
Cuap. II.) OF THE NATURE AND ACTION OF FLUIDS. Sf.
course move to the side least pressed ; but, as the fluid is supposed to be in a perfect state of
rest, it will, of course, be admitted, that the equal pressure is in all directions; of which ex-
perience furnishes us with convincing and ample proofs.
We must consider the action of water either as the joint action of all the corpuscles of which
it is composed, estimated as so many distinct bodies, or we must consider the action of the
whole as a mass, or as one body. In the former case, the motion of the particles being subject
to noregularity, or at least to none that can be discovered by experiment, it is impossible from
this consideration to compute the effects; for no calculation of effects can be applied when
produced by causes which are subject to no law. And, in the latter case, the effects of the
action of one body upon another differ so much, in many respects, from what would be its action
as a solid body, that a computation of its effects can by no means be deducted from the same
principles.
In Mechanics no equilibrium can take place between two bodies of different weights, unless
the lighter act at some mechanical advantage; but, in Hydrostatics, as we have already noticed,
a very small weight of fluid may, without its acting at any mechanical advantage whatever,
be made to balance a weight of any magnitude. In mechanics, bodies act only in the direc-
tion of gravity ; but the property which fluids have, of acting equally in al! directions, produces
effects of such an extraordinary nature as to surpass the power of investigation. ‘The indefinitely
small corpuscles of which a fluid is composed, probably possess the same powers, and would
be subject to the same laws of motion, as bodies of finite magnitude, could any two of them
act merely upon each other by contact: but this is a circumstance which certainly never takes
place in the aerial fluid, and probably not in any liquids. Under the circumstances, therefore,
of an indefinite number of bodies acting upon each other by repulsive powers, or by absolute
contact, under the uncertainty of the friction which may take place, and what variation of effects
may be produced under different degrees of compression, it is no wonder that theory and ex-
periments should be so often found to disagree.
FRoM THE PRINCIPLES OF Hyprostatics we learn,
I. That, if one part of a fluid be higher than another, the higher parts will continually descend
to the lower, and will not be at rest, until the surface be quite level. For the parts of a fluid,
being moveable every way, if any part is above the rest, it will descend by its own gravity
as low as possible, until all will be reduced to a level or horizontal plane.
II. Ifa fluid be at rest in a vessel or canal, whose base is parallel to the horizon, equal
parts of the base will be equally pressed by it: for each part supports an equal column of the
fluid, and all the columns being of equal weight, they must press the base equally ; or Se
parts of the base must sustain an equal pressure.
Hence all parts of the fluid, at the same depth, press equally ; for suppose a plane drawn
through the fluid parallel to the horizon, then the pressure will be the same’ in any part of
that plane, which proves the inference.
From this proposition it also follows, that the pressure of the fluid at any depth, is as the depth
of the fluid. Yor the pressure is as the WED and the weight is as the height of a column of
the fluid.
M
82 OF THE NATURE AND ACTION OF FLUIDS. [Book I,
III. Ifa fluid is compressed by its weight, or otherwise, then, at any point, it presses equally
in all manner of directions. This arises from the nature of fluidity, which causes it to yield
to any force in any direction. If it cannot give way to any force applied, it will press against
other parts of the fluid in direction of that force : and the pressure in all directions will be the
same ; for, if one force was less, the fluid would move that way till the pressure became every
way equal. Hence, in any vessel, containing a fluid, the pressure is the same
against the bottom, as against the sides, or even upwards at the same depth:
and, if there be holes at an equal depth, in any vessel, as at a b and c, the
water will spout out with the same velocity, or very nearly so, whether it be
downwards, sideways, or upwards ; and, if it be upwards, it ascends nearly
to the height of the water above the hole, as represented in the annexed figure,
and would ascend to the level of the inclosed fluid but for the resistance
of the external air.
It is therefore obvious, that fluids have this singular and wonderful property, not only as solids,
of pressing downwards by the force of gravity, but also that their pressure upwards and side-
ways is equal to their pressure downwards, and which is always in proportion to their per-
pendicular height without any regard to their quantity.
IV. The pressure of the fluid upon the base of any containing vessel or place is as the base
and perpendicular altitude, whatever be the figure of the vessel that contains it. For, by pro-
position II, above, if the heights be equal, the pressure upon an inch of one base will be
equal to the pressure of one inch upon the base of another, therefore the pressure on the bases
will always be in proportion to their respective dimensions,
Hence, if the heights be equal, the pressures are as the bases; and if both the heights and
bases are equal, the pressures in each are equal, although their contents be ever so different. —
For example, we will suppose the figure ac to be the transverse section pS
of a vessel or canal, with perpendicular sides, filled with water; and de
to be that of another with oblique sides. In this case, the wider canal
has ng greater pressure at the bottom than the narrower one, because the
oblique sides take off part of the weight. And, in the narrower one the
sides re-act against the pressure of the water, which is all alike at the same depth; afid by
this re-action the pressure is increased at the bottom so as to become every where the same.
Consequently, the pressure against the base of any containing vessel, &c, is the same as
of acylinder of equal base and height. ;
V. Ifa body, having the same specific gravity of a fluid, be immersed in such fluid, it will
rest in any place of it. A body of greater density will sink, and one of less density will swim.
For let the three bodies be denoted by A, B, and C: the specific gravity of A being lighter than
that of the fluid, that of B, equal to the specific gravity of the fluid,*and that of C, greater
than B. Now the body B, being equal in weight to a like portion of the fluid, it will press
the fluid under it just as much as if the space it occupies was filled with the fluid; and, con-
sequently, the pressure will be the very same all around it as though the fluid was there, and
hence there will be no force to put it out of its place. But if the body be lighter, the pressure -
o
Cuap. II.] OF THE NATURE AND ACTION OF FLUIDS, 83
downwards being less than before, or than in other places of the fluid at the same depth, the
less force must consequently give way, and the body will rise tothe top. If the body be heavier,
the like pressure being greater than in the former cases, or greater than in other parts of the
fluid, such pressure will prevail, and so the body will descend to the bottom of the fluid. From
this proposition are deduced the following corollaries :
1. If several bodies of different specific gravities be immersed in a fluid higher than they, the
heaviest will descend. the fastest, and get the lowest. |
2. A body immersed in a fluid, loses as much weight as an equal quantity of the fluid weighs ;
and the fluid gains it.
8. All bodies of equal magnitudes lose equal weights in the same fluid ; and bodies of dif-
ferent magnitudes lose weights proportional to the magnitudes.
4. The weights lost in different fluids, by immersion of the same body, are as the specific
gravities of the fluids; and bodies of equal weight lose weights in the same fluid reciprocally as
the specific gravities of the bodies.
5. The weight of a body swimming in a fluid is equal to the weight of as much of the fluid
as the immersed part of the body occupies; and hence a body will sink deeper in a lighter fluid
than in a heavier.
VI. If a fluid runs through a pipe of unequal size, so as to fill : ae
it completely up within the extent of its volume, the velocity of ras cin MR 4 SE
the fluid in different parts of the pipe will be in a reciprocal pro-
portion to the transverse sections in these parts: for supposing AC
and LB to be transverse sections of the pipe, let the part of the fluid ACBL come to the place
acbl: then will the solid acb1 be equal to the solid ACBL; and taking away the part acBL,
common to both, we have ACca equal to LBbI.
Now, in equal solids, the bases * and the heights are reciprocally proportional; that is, as one
increases the other decreases, and vice-versa. Likewise, if Df be the axis of the pipe, the heights
Df Ff passed through in equal times will be as the velocities ; and, therefore, as the area of the
section AC is to that of the section LB, so is the velocity along Ff to the velocity along Dd +.
VII. The velocity with which water spouts out at a hole in the side or bottom of a vessel is
as the square root of the depth or distance of the hole below the surface of the water. For,
in order to make double the quantity of a fluid run through one hole as through another of the
same size, it will require four times the pressure of the other, and therefore must be four times
the depth of the other below the surface of the water: and, for the same reason, three times
the quantity running in an equal time through the same sort of hole, must run with three times
* The base of a stream, or volume of fluid in motion, is an imaginary plane, perpendicular to the direction of the -
stream, whose area is equal to that of a transverse section of the volume of fluid.
_. F It is to be observed that in this and other propositions of mechanical philosophy, allowance must always be made
for the friction or adhesion of one sort of matter to another. In the present case, for instance, if the pipe be of wood
allowance must be made for the quantity of surface in contact with the fluid, and to which the latter adheres, more He
less, according to its viscidity, and according to the degree of smoothness in the surface. The nature of this adhesion
which has been called the friction of the water, is more fully explained hereafter. :
84 OF THE RESISTANCE OF FLUIDS. (Book I.
the velocity, which will require nine times the pressure; and, consequently, must be nine times
as deep below the surface of a fluid, &c. )
As the pressure of water, in all directions, increases in proportion to its depth, it follows that,
if a ship has the flattest part of her bottom at the depth of 16 feet from the surface, (which is the
case in large ships,) the water then presses 16 times as much upwards against this flat part, as
it does on any part of the ship about the water’s edge, and so on in any part according to its
depth. And, suppose this ship to have four leaks, or plug-holes, of equal size, that could be
driven out occasionally, the first at one foot under water, the second at four feet, the third at
nine feet, and the Jowest at sixteen feet, in the flat part of the bilge; that hole at four feet deep
would leak or let in double the quantity of water in the same time as that at one foot deep ;
and that at nine feet, three times as much; and that at sixteen feet, four times as much;
although it run into the ship upward; and so in proportion to the square root of the height of
the water above the leak or plug-hole: therefore leaks in ships are more or less dangerous ac-
cording to their depth under water.
Fhe great Dr. Halley says, “ That the pressure of the water at thirty-three feet deep (which
is equal to the weight of the atmosphere) pressed the natural air into half its space in his diving
bell.” And, by many experiments made by Mr. W. Hutchinson *, it appears, that the pressure
of water upon bottles of different shapes corked up with nothing in them but common air, was
as follows. Two common square flat-sided case bottles, which would hold three halfpints each,
broke at the depth of between six and seven fathoms; but two oval formed thin Florenee flasks,
of nearly the same size, bore the pressure to about fifteen fathoms ; and a quart bottle, round
one way, but, having two sides somewhat flattened, bore fifteen fathoms. A round common
quart bottle broke only at about twenty-eight fathoms. It seems that, at great depths, few
things that are made hollow and tight will bear the water’s pressure ; an instance of which has
been seen by a ship that drove off the bank in Gibraltar Bay, into water so deep that the anchors
would not reach the ground at a hundred fathoms: and, when hove up it was found that two
new nun-buoys had their sides crushed inwards by the water’s pressure.
§ 2. OF THE RESISTANCE OF FLUIDS.
We know, by experience, that force must be applied to a bedy at rest in order to give it
motion in such a fluid as water; and that a body projected with any velocity in a fluid at rest
is gradually retarded in its motion and brought into a state of rest. The analogy of nature
makes us therefore imagine that there is a force acting in the opposite direction, or opposing
the motion, and that this force resides in, or is exerted by, the fluid. Hence, we give to this sup-
posed force the name of Resistance. We also know that a fluid in motion will hurry a solid body
along with the stream, and that it requires force to maintain it in its place. From a similar analogy
* Author of the Treatise on “ Practical Seamanship.”
Cuap. IT.) OF THE RESISTANCE OF FLUIDS. 85
we therefore call this the Imputston of a fluid*. And, as our knowledge of nature informs
us that the mutual actions of bodies are in every case equal and opposite, or very nearly so,
and that the observed change of motion is the only indication and measure of the changing
force, we infer that the forces are the same, or very nearly the same, (whether called impulsions
or resistances,) when the relative motions are the same, and therefore depend entirely on these
relative motions. ‘The force, therefore, which is necessary for keeping a body immoveable in a
stream of water, flowing with a certain velocity, is the same, gv very nearly the same +, with
what is requisite for moving such body with an equal velocity through stagnant water.
A body in motion appears to be resisted by a stagnant fluid, because it is a law of mechanical
nature that force must be employed to put any body in motion. Now the body cannot move
forward without putting the contiguous fluid in motion, and force must be employed for pro-
ducing this-motion. In like manner, a quiescent body is impelled by a stream of uid, because
the motion of the contiguous fluid is diminished by this solid obstacle; the resistance, therefore,
or impulse, differs but little from the ordinary communications of motion among solid bodies.
The Tueory of Resisrance is a subject which has exercised the extraordinary talents of several
of the most distinguished mathematicians of the last century. Nevertheless, it is a subject
which is as yet but very imperfectly known. It seems that Sir Isaac Newton was the first who
attempted to make the motions and actions of fluids the subject of mathematical discussion.
Yet even ke, with all his genius and all his science, was at length convinced that it was in vain
to expect an accurate investigation of the motions and actions of fluids where millions of un-
seen particles combine their influence, &c. He, however, figured in his mind an hypothetical
theory; and, from this hypothesis, deduced a series of propositions which formed the basis of
all the theories of the impulse and resistance of fluids that have been offered to the public since
his time. :
_ From these theories the following principles were deduced as the Laws of the Resistance, &c.
of Fluids. We give them here in order to shew how far they have been found to agree with
actual experiment, in what respects they differ, and to prevent the young artist from retaining
those erroneous ideas of the subject which he may, perhaps, have already acquired.
1. “ The Resistances, and (by the laws of motion) the Impulsions, of Fluids on similar bodies
“« are proportional to the surfaces of the solid bodies, to the densities of the fluids, and to the
*« squares of the velocities, jointly.”
2. “ The direct impulse of a fluid on a plane surface is to its oblique impulse, on the same
* surface, as the square of the radius is to the square of the sine of the angle of incidence.”
3. “The direct impulse-on any surface is to the oblique impulse, on the same surface, as the cube
“ of radius to the solid which has for its base the square of the angle of incidence, and the sine
“ of obliquity for its height.”
* These terms are more particularly defined in the foregoing Chapter.
+ We say, very nearly the same, because it appears by accurate experiment that there is, in some cases, a smal! differ-
‘ence, as will be shewn hereafter.
86 OF THE RESISTANCE OF FLUIDS, [Boox I.
4. “ The direct impulse of a stream of fluid, whose breadth is given, is to its oblique effective
«* impulse in the direction of the stream as the square of radius to the square of the sine of the
* angle of incidence.”
The numerous experiments with which these propositions have been compared, have most
decidedly proved that they are, with the exception of the first, exceedingly erroneous: and
even that is not in all cases correctly true, as will be seen hereafter; but the deviation is, in -
general, of little consequence in practice.
It is to Experiment, and perhaps to Experiment alone, that we are to look for the basis of a
true theory of Resistance and Impulsion.— We have, in support of this observation, not only the
individual opinions of many intelligent men, best acquainted with the subject, but also the una-
nimous opinion of that most respectable Society, instituted at London some years since, for the
Improvement of Naval Architecture, under whose directions were made, between the years 1793
and 1798, several thousand experiments for the ascertainment of this important object; and
likewise, the opinion of several of the most distinguished members of the French Academy of
Sciences, by whom a series of Experiments had also been previously made, /
PROPOSITIONS RELATIVE TO RESISTANCE,
I. “ The Resistance which any body meets with in moving through a fluid is nearly as the
“< square of the velocity ; for the resistance of a fluid may be considered as compounded of the
“ number of particles struck, and the velocity with which one particle is struck. Now, the
« number of particles struck in any time being as the velocity, it follows that the whole resistance
** will be as the square of the velocity nearly.
“ Hence, if a stream of water, whose diameter is given, strike against an obstacle at rest, the
“ force against it will be nearly as the square of the velocity of the stream.
II. “ The centre of resistance of any plane, moving directly forward in a fluid, is the same
“as the centre of gravity. Or, it is that point to which, if a contrary force be applied, it shall
« just sustain the resistance. Now, the resistance is equal upon all equal parts of the plane,
“‘ and, therefore, the resistance acts upon the plane after the same manner, and with the same
** forces, as gravity does; consequently, the centre of both the resistance: and gravity must be
* the same.
“ Therefore, in any body moving through a fluid, the line of direction of its motion will pass
*“ through the centre of resistance, and centre of gravity, of the body. For, if it do not, the
** forces arising from the weight and resistance will not balance each other; which will cause the
“ body to librate or oscillate in the fluid, till by degrees the situation of these two centres will
“ fall into the line of their motion*.”
* In the generally received theory of hydraulics several other propositions may be found relative to the subject of
Resistance, and which we have omitted, They are omitted, not only as they are of little utility, but as they appear to
Cuap. II.] OF THE RESISTANCE OF FLUIDS. 87
In the experiments made with bodies floating on the surface of the water, there is found to
be an addition to the resistance arising from the inertia of the water. ‘The water heaps up a
little on the anterior or head surface of the floating body, and is depressed behind it. Hence
arises a hydrostatical pressure on the head surface acting in concert with the true resistance,
to which the term of pLus pressure has been applied.
Independent of this there is an addition to the resistance which arises from the tendency to
rarefaction behind every body in swift motion; because the pressure of the surrounding fluid
can only make the fluid fill the space left with a determined velocity. For, it is evident, that,
if the water which glides past the body cannot fall in behind it with a sufficient velocity for
filling up the space behind, there must be a void there; or, rather, a subtraction from that pres-
sure of the water which would otherwise tend to support the after part of the vessel, which must
be considered as a super-addition to the resistance, and which is signified by the term Minus
Pressure.
By way of illustration we may add, that it has frequently been observed, from the poop of a
second-rate man of war, when sailing at the rate of 11 miles an hour, which is equal to a velo-
city of 16 feet per second nearly, not only that the back of the rudder was naked for about two
feet below the load water-line, but also that the trough or wake made by the ship was filled
up with water which was broken and foaming to a considerable depth, and to a considerable
distance from the vessel. While this broken or dead water is observed, there must, of course,
be a partial diminution of pressure, which will operate as an additional resistance. Or, in other
words, a subtraction of pressure from the stern pressure, which is occasioned by the fluid’s not
pressing so strongly against the stern when the vessel is in motion as when it is at rest.
The terms of Pius and Minus Pressure, with several others which it will be necessary to
make use of in the ensuing part of this treatise, will be more clearly understood from the fol-
lowing
DEFINITIONS AND EXPLANATORY OBSERVATIONS,
“4
For which the public is indebted to the pen of the Ricut HonouraBie Ear Srannope.
1. By Heap Pressure is meant, the total pressure which exists against the head end or fore-
most part of a body, immersed either wholly or in part in any given fluid, when such body is
at rest.
2. By Srern Pressure is meant, the total pressure which exists against the stern end or hinder-
most part of a body, immersed either wholly or in part in any given fluid, when such body is
at rest.
_ 3. By Pius Pressure is meant, the additional pressure which is sustained by. the head end or
foremost part of a body, moved through a fluid; which additional pressure is over and above
be founded on erroneous, or, at least, very uncertain, data. The scientific reader, who wishes to be acquainted with
their defects, is particularly referred to the Rev. S. Vince’s “ Observations on the Theory of the Motion and Resistance
of Fluids,” in the Philosophical Transactions of the years 1795 and 1798.
88 EXPERIMENTS ON FLOATING BODIES. [Boox I.
what is termed the Heap Pressurg, and arises from the fluid’s being obliged to be displaced in
order to permit the moving body to pass through it.
4. By Minus Pressure is meant a subtraction of pressure from the stern pressure, and which
subtraction is occasioned by the fluid not pressing so strongly against the stern end, or hinder-
most parts of a body, when such body is in motion through the fluid, as when the body is
at rest.
5. By Fricrion (as relating to this subject) is meant, that sort of resistance to a body, moved
through a fluid, which arises either from the adhesion of ‘the particles of the fluid to the surface
of the moving body, or from the roughness of the body, or from both these causes united.
6. By Torat Resistance is meant, the sum total of the Plus Pressure, the Minus Pressure,
and the Friction, united,
7. By Heap Resistance is meant, the Plus Pressure and the friction of the water against the
head end united.
8. By Srern Resistance is meant, the Minus Pressure and the friction of the water against
the stern end united.
Having premised thus much, we shall proceed to give, in the following section, an account of
the experiments which have been made for determining the Resistance of floating bodies; and,
first, of those which were made, at the erie of the French Government, by a committee ‘of
the Royal 5 Ati of Sciences.
§ 3. EXPERIMENTS WHICH HAVE BEEN MADE FOR DETERMINING THE RESISTANCE, 4&C. OF
FLOATING BODIES. .
I, The Committee, by whom the Experiments of the French Academy were made, consisted
of the Marquis de Condorcet, M. d’Alembert, M.l’Abbé Bossut, and others; who, for this pur-
pose, made use of fifteen boxes or vessels which were two feet wide, two A
feet deep, and four feet long. One of them was a parallelopiped of these <
dimensions ; the others had prows, or head ends, of a wedge form, thus: B
The angle ACB varying by 12 degrees, from 12 degrees to 180, or a direct plane; so that
the angle of incidence increased by six degrees from one to another. These boxes were dragged
across a very large bason of still water, (in which they were immersed two feet,) by means of a
line, passing over a wheel, connected with a cylinder, from which the actuating weight was
suspended, ‘The motion became perfectly uniform after a very little way; and the time of pass-
ing over 96 French feet, with this uniform motion, was carefully noted.
Cuar. IT.) EXPERIMENTS ON FLOATING BODIES, 89
The resistance was measured by the weight employed, after deducting a certain quantity for
friction, and for the accumulation of the water against the anterior or head surface, The results
of the many experiments are given in the following Table.
Resistance Resistance |Difference be-
1c perch i seok nha nat
180° 10000 10000 0
168 9890 9893 +3
156 9568 9578 +10
144 9046 9084. +39
132 8346 8446 + 100
120 7500 7710 + 210
108 6545 6925 + 380
‘ 96 5523 6148 + 625
84 44.78 5433 + 955
72 3455 4800 + 1345
60 2500 44.04 + 1904
48 1654. 4940 + 2586
36 955 4142 +3187
24 432 4.063 +3631
, 12 109 3999 + 3890
The resistance to one square foot, French measure, moving with a velocity of 2.56 feet per
second, was very nearly 7.625 pounds French. Reducing these to English measures, we have
the surface equal to 1.1363 feet, the velocity of the motion equal to 2.7263 feet per second,
and the resistance equal to 8.234 pounds avoirdupois.
There is a great diversity in the values which different authors have deduced for the absolute
resistance of water from their experiments. In the value now given, nothing is taken into
account but the inertia of the water. The accumulation against the fore part of the box was
carefully noted, and the statical pressure backwards, arising from this cause, was subtracted —
from the whole resistance to the drag. <A sufficient variety of experiments were not made for
discovering the share which tenacity and friction produced; so that the number of pounds set
down here may be considered as somewhat superior to the mere effects of the inertia of the
water.
From these experiments we may perceive that the effects of the obliquity of incidence deviate
enormously from the theory of the mathematicians* ; and that this deviation increases rapidly
* In the Discours Preliminaire of “ L’ Examen Maritime” of Don George Juan—“ Our experiments (says the.author)
most satisfactorily prove, that the resistance which a body meets with, whem moving in a fluid, is not in proportion to
the square of the velocity and the square of the sine of the angle of stock phate but it is as the simple velocity, and as
the sine, simply, of the angle of incidence.”
According to this theory, which it will appear is incorrect, although much more accurate than the former, “ the re-
sistance will be in proportion to the density of the fluid; to the surface exposed to the shock ; to the square root of the
depth at which it is immersed ; and to the simple angle of incidence.”
N
90 | EXPERIMENTS ON FLOATING BODIES. [Boox I.
as the acuteness of the prow, or head end, increases. In the prow of 60 degrees the deviation
is nearly equal to the whole resistance pointed out by the theory; and, in the prow of 12 degrees,
it is nearly 40 times greater than the theoretical resistance. —
These experiments are very conformable to those of other authors on plane surfaces. Mr.
Robins found the resistance of the air to a pyramid of 45 degrees, with its apex foremost, was
to that of its base as 1000 to 1411 instead of one to two. Chevalier Borda found the resistance
of a cube, moving in water in the direction of the side, was to the oblique resistance, when it
was moved in the direction of the diagonal, in the proportion of 54 to 7; whereas, by the
theory, it should have been that of the square root of 2 to 1, or of 10 to 7 nearly. He also
found, that a wedge, whose angle was 90 degrees, moving in air, gave for the proportion of
the resistances of the edge and base 7281 to 10000, instead of 5000 to 10000. Also, when the
angle of the wedge was 60 degrees, the resistances of the edge and base were 52 and 100, in-
stead of 25 and 100.
In short, in all the cases of oblique plane surfaces, the resistances were greater than those
which are assigned by the theory. The theoretical law agrees tolerably with observation in
large angles of incidence, that is, in incidences not differing very far from the perpendicular ;
but in more acute prows the resistances are more nearly proportional to the sines of incidence
(simply) than to their squares.
As the very nature of naval architecture seems to require curvilineal forms, in order to give
the necessary strength, it seemed of importance to examine more particularly the deviations of
the resistances of such prows from the resistances assigned by the theory. The Academicians
therefore made vessels with head-ends of a cylindrical shape; one of these was a half cylinder,
and the other was one third of a cylinder, both having the same breadth, viz. two feet, the
same depth, also two feet, and the same length, four feet. The resistance of the half-cylinder
was to the resistance of the perpendicular prow in the proportion of 13 to 25, instead of being
as 13 to 19.5. The Chevalier Borda found nearly the same ratio of the resistances of the half-
cylinder, and its diametrical plane when moved in air. He also compared the resistances of
two prisms or wedges of the same height and breadth. The first had its sides plane, inclined
to the base in angles of 60 degrees: the second had its sides portions of cylinders, of which the
planes were the chords, that is, their sections were arches of circles of 60 degrees. Their resist-
ances were as 133 to 100, instead of being as 133 to 220, as required by the theory; and, as
the resistance of the first was greater in proportion to that of the base than the theory allows,
the resistance of the last was less.
Mr. Robins found the resistance of a sphere moving in air to be to the resistance of its great
circle as 1 to 2.27; whereas the mathematical theory requires them to be as 1 to 2. Borda
found the resistance of the sphere moving in water to be to that of its great circle as 1000 to
2508. He also found the resistance of air to the sphere was to its resistance to its great circle
as 1 to 2.45. .
It appears, on the whole, that the theory gives the resistance of oblique plane surfaces too
small, and that of curved surfaces too great ; and that it is quite unfit for ascertaining the modi-
fications of resistance arising from the figure of the body. The most prominent part of the
Cuap. II.} EXPERIMENTS ON FLOATING BODIES, 91
prow changes the action of the fluid on the succeeding parts, rendering it totally different from
what it would be were that part detached from the rest *, and exposed to the stream with the
same obliquity.
These experiments of the French Academy are of importance, because they give us the im-
pulses on plane surfaces with every obliquity. By referring to them, we may perceive the
proper obliquity in many cases, and can tell what is the proper angle of the sail for producing
the greatest impulse in the direction of the ship’s course, &c:
It appears, from a comparison of these experiments, that the impulses and resistances are
very nearly in the proportion of the surfaces. They appear, however, to increase somewhat
faster than the surfaces. The Chev. Borda found that the resistance, with the same velocity,
to a surface of
Surface. Resistance.
9 Inches was 9 9
16 if —— 17.535 ( instead )16
BBicy «tts ( —— ) 42.750 of 36
81 —— 104.737 81
The deviations in these Experiments from the Theory appeared to increase with the spits
and is probably much greater in the extensive surfaces of sails, &c:
It has been observed by a learned and ingenious writer +, that “ the Experiments of the
French Academy, above described, are of great value, and may always be appealed to; but
that there are circumstances in them which render them more complicated than is proper for a
general theory, and which therefore limit the conclusions that might otherwise be drawn from
them. The bodies were floating on the surface; and this circumstance necessarily produced
the plus and minus pressures, or what the Academicians called the Remou, or accumulation on
the fore part of the body and depression behind it. ‘This resistance was measured with great
difficulty and uncertainty, as was likewise the effect of adhesion, or friction of the water, which
must also have been very considerable and very different in the different cases. It is necessary
to consider these particulars as making part of the resistance in the most important practical
cases, viz. the motion of ships; for here we see that its effect is very great ; as it is well known
that the speed, even of a coppered ship, is greatly increased by greasing her bottom, and thereby
reducing the effect of this adhesion, &c.: and it is, therefore, to be concluded, that the form of
these experiments was not so well suited as could be wished for the complete determination. of
the causes of resistance.” This desideratum has however been much more completely attained
by the Experiments of which we are now about to present an account, abstracted from the
« Report of the Society instituted at London for the Improvement of Naval Architecture.
* This will more clearly appear hereafter. '
_ + The Author of the Treatise on the Resistance of Fluids, in that invaluable work the Encyclopedia Britannica ;
to whom, with gratitude, we acknowledge ourselves considerably indebted.
iv \
92 EXPERIMENTS ON FLOATING BODIES, [Boox I,
2. EXPERIMENTS MADE UNDER THE DIRECTION OF THE SOCIETY INSTITUTED AT LONDON FOR THE
IMPROVEMENT OF NAVAL ARCHITECTURE.
Tur Society for the Improvement of Naval Architecture having directed that Experiments
should be made to ascertain the laws respecting Bodies moving through the water with different
velocities ; there were made, in consequence thereof, during the years 1793, 4, 5, 6, 7, and 8,
several thousand experiments for this important purpose, by a more accurate apparatus than
had ever before been used for experiments of this nature.
The results of the most important part of these Experiments were published by, and at
the expence of, the Society in the year 1799, a short time before its much to be regretted
dissolution ; and, from the Report then published, the following abstract has been made. “ The
experiments will be found both curious and instructive. They explain many things which were
before either not at all, or but very imperfectly, understood, and they ascertain new principles ;
but, what is most valuable, they clearly prove, that experiments can now be made, by means
of proper models, so as to ascertain the comparative advantages, or disadvantages, arising from
the form, either of the head end, or of the midship body, or of the stern end, of all kinds of
navigable vessels.”
The “ Report” of the Society forms a thin yolume in Royal Quarto ; and contains, besides the
letter press, ten copper plate prints ; of which the first series, on four plates, contain the figures and
sections of the various bodies made use of for the different experiments, with a Table shewing the
motive powers required to overcome the resistances of the bodies when moving in still water,* at
the rate of from one to eight nautical miles an hour; with a corresponding Table, shewing the ye-
locities obtained by experiment with the several motive powers made use of; also the velocity, as
brought intoa regular series, and the mean power of the different velocities. The fifth plate exhibits
the motive powers requisite to overcome the resistance arising from the friction of the water
only against the several surfaces. The following plates exhibit an analysis of the total resistance
of the different bodies respectively ; and the two last contain plans of the machinery erected in
Greenland Dock, Rotherhithe, for making the Experiments.
* The difference in the resistance of the same body, moving in a stream or currentand moving in still water, may be
readily conceived when we consider that, in the former case, the body sails on a sloping surface, not merely along with
the stream,. but down it, and will therefore go faster than the stream, because it is floating on an inclined plane ; and
if we examine it by the laws of hydrostatics, we shall find, that, besides its own tendency to slide down this inclined
plane, there is an odds of hydrostatical pressure, which pushes it downwards. It will therefore go faster than the
stream. ‘This acceleration depends on the difference of pressure at the two ends, and will be more remarkable as the
body is larger, and especially as it is longer. This may be distinctly observed: and it may also be observed that,
when a number of bodies are thus floating down the stream, the largest and longest outstrip the rest. A log of wood
floating down in this manner may be Seeeee to make its way *very fast among the chips and saw dust which float
alongside of it,
Now, if a body be supported against the action of a stream, and the impulse be measured i the force employed to
support it, it is obvious that part of this force is employed to act against that tendency which the body has to outstrip
the stream: but this does not appear when we move a body with the velocity of the stream through still water haying
a horizontal surface. Encycl, Brit,
Cuap., IT.) EXPERIMENTS ON FLOATING BODIES. 93
Of these Tables, the one subjoined is a synopsis; and exhibits, at a single view, the general
comparison or ratio of resistance of all the bodies made use of in the different experiments, both
totally and as arising from the several specific causes. To this Table the plate marked D, at the
end of this volume, is a necessary appendage, as it exhibits, m like manner, the figures and
sections of all the solids, or bodies,
In Explanation of the Table, and of the Plate D, containing the figures of the different bodies,
it is to be understood, that the bodies from figure 1 to figure 15, inclusive, are those by which Ex-
periments were made in the year 1798: figure 17 to 25, those of the year 1797: and figure 26
to 34, those of 1796. The Experiments of the preceding year, unfortunately for Science, have
never been published.
It is also to be understood, that the column of velocity per second, as given in the Table, is
that obtained by the motive weight of 60lbs, and the different resistances and pressures taken
when the respective bodies moved with a velocity equal to five nautical miles an hour.
It is likewise to be observed, that the first letter of the respective references to the different
bodies denotes the head or foremost end of the body, as drawn through the water for experiment.
For example, in describing the properties of the body APi, A signifies the head or foremost
end; and, in like manner, describing those of the body iPA, which is the same figure re-
yersed, idenotes the head or foremost end, when the body is moving in a contrary direction.
The quantity of surface and friction of water, shewn in the Table, is the surface and friction of
the bottom and sides only; excepting those figures marked * which, of course, shew the total
surface and friction. The former have been taken as shewing more exactly the effect of friction
on the different bodies considered as ships, &c.
We would recommend, particularly to the younger part of our Readers, an attentive perusal
of this Table, witha particular reference to all the figures, before they enter upon that of the sub-
sequent part of the work; as we presume that it will tend considerably to open the mind, for
the more ready comprehension of the particulars and principles developed hereafter.
94 EXPERIMENTS ON FLOATING BODIES, [Book I.
ay
TABLE SHEWING THE
RESULTS OF EXPERIMENTS
MADE UNDER THE DIRECTION OF THE
SOCIETY FOR THE IMPROVEMENT OF NAVAL ARCHITECTURE.
*,* The Column of Capacity shews the comparative stability of the different bodies: The V afatity per Secondis with a motive weight of 60 lbs.: The Total Resistance is
wit to the weight giving a velocity at the rate of five miles an hour: The Friction is that on the bottom and sides only: The Resistance as a Ship, and the Pressures, cor-
respond, of course, with the foregoing velocities.
naite Velocity se ; | Sum of .
Cae | per eel | Besion of wate '*Sn3°] ahd | posure | rere
Weight. Wt. 60 Ibs. fod Surface. | Friction. be co Pressures. ~ only. only.
ibs. dec.| ft, dec. lbs. dec. ft. dec. “Tbs, dec. Ibs. dec. aba! alae “Tbs, dec, Ibs. dec.
Conducting Body and Bar, LaccAransesohslaitabee ieelectee 9.264. | 48.69
Long Friction Plank ...ccccseseees (fig. 2.) |.........| 7.419 |30.329/50.0 | 30.329
Short Friction Plankaet iit. teee (fig. '3:) 15.00. ...-| 7.906 120.731] 4.0 | 20.731
Body Ao .....0006 edie eraeaes ARE (fig. 4.) | 294.37] 8.087 117.43 |21.71 | 4.53 | 16.45] 11.92] 0.0 | 11.92
Body Aa ....... seevenees sesesseeeeees (fig. 5.) | 247.50]-8.104 | 17.14 |17.96 | 3.75 | 16.31] 12.56] 0.64] 11.92
Body Ab ...+s-+00 beeeeeees stdeaeeeee (fig. 6.) | 266.25] 8.109 |17.9 | 18.28 | 3.81 | 16.20] 12,39] 0.47] 11.92
Body Ac ....++ MR RTOR AE GMa 5 w+ (fig. 7.) | $00.0 |.7.971 ] 19.51 {18.85 | 3.93 | 18.51] 14.58] 2.66] 11.92
Body Ad ....ssceceseseeeees seseseeeee (fig. 8.) |.215.63] 8.002 ]18.93 115.45 | 3.22 | 18.21] 14.99] 3.07] 11.92
Body Ae ..ccsccesceseessenscceees wee (fig. 9.) | 199.37] 7.889 ]21.12 [14.19 | 2.96 | 20.45] 17.49} 5.57] 11.92
Body At .tistesss seeeeceeesesoeee: .. (fig. 10.) | 181.87| 7.468 [29.95 [12.91 | 2.69 | 29.34 | 26.65 | 14.73 | 11.92
Body Ag ....++++ veserscessceseceeee (fig. 11.) | 193.13] 7.662 | 25.38 | 13.19 | 2.75 | 24.74] 21.99] 10.07] 11.92
Body AB sssescceneseseveescereveeee (fig. 12 ) | 179.37] 7.837 |22.8 | 12.44 | 2.60 | 21.48] 18.88] 6.96} 11.92
Body Ai s..ccssesseccceessesssereeee (fig. 13.) | 155.0 | 7.631 | 26.25 |10.48 | 2.19 | 25.73 | 23.54] 11.62] 11.92
| Body bA ....... Pied ch Seanad seeeee (fig. 6.) | 266.25] 8.164] 16.12 118.28 | 3.81 | 15.23] 11,42] 0.64] 10.78
Body CA ....00000s000 sesecsscascesees (fig. 7.) | 300.0 | 8.048 | 18.12 | 18.85 | 3.93 | 17.12] 13.19] -0.64} 12.55
Body dA ..ecscecasevevvees sovcscseee (fig. 8:) | 215.63] 8.038 | 18.33 [15.45 | 3.22 | 17.61 | 14.39] 0.64) 13.75
| Body eA\....0cs00« Bane BE .. (fig. 9.) | 199.37] 7.916 |20.58 | 14.19 | 2.96 | 19.91]16.95} 0.64] 16.31
Body £A0 casccocserererescees saecoeee (fig. 10.) | 181.87] 7.736 | 24.10 |12.91 | 2.69 | 23.49 | 20.80}. 0.64 | 20.16
Body PI wsosbecvccs Suocisoc fae seaise's (fig. 11.) | 193.13] 8.122 |16.87 .|13.19 | 2.75 | 16.23 | 13.48 0.64 | 12.84
Body hA ....... siss cap daaab sarees Cie 12.) | 179.37|.7.983 | 19.37 | 12.44 | 2.60 | 18.77 | 16.17 |. 0.64 | 15.53
Body APA Ds wis xis Sites vin oe geet eels: . (fig. 13.) | 155.0 | 6.326 |61.99 |10.48 | 2.19 | 61.47 | 59.98 0.64 | 58.64
Body Hoiegse. Ai Maen ner ee (fig. 14.) | 226.25] 7.960 |19.78 | 16.19 | 3.38 | 1X02] 15.64] 0.00] 15.64
Body TO? )2. .Boacinssa0 bamaenes: em (fig. 15.) | 201.87] 6.324 |62.02 | 14.23 2.97_| 61.35.1-58.38 0.00 } 58.38
Conducting Body and Bar .......+000. (fig 16.) tisiecv sce 9.613 | 48,06 - :
Body MIN xexsosspestancaeens vere (fig. 17.) |ssesaeeee| 7.514 | 26.13 | 8.96%] 1.87
ee vixcesanhe \ ROVETSED aces eideee se tesces seeas culainiecest OL POS | hOwD
Body R— A Cube «; Saabs sph littas SR coctacars 5.683 179.34 | 4.0* | 0.83
Square Iron Plane .....ccccescove (figs 19.) freceresee 5.634 | 80.76
Round Iron Plane ........ aesbiene (fig. 20.) |....0....| 5.650 | 80.64
Cylinder ......scesscscscecevesevees (fig. 21.) |....s000.| 5.795 | 74.69 | 4.0* | 0.83
Cylinder and Semi- Globe. eevee (fig. 22.) [iis.ccnanf Og 1 0.04 | G.O%) 2025
ages demeae es coe reat coos SLOUETION MEG PEs) bay ieeatiel CEP eee
Ditto with a Semi-Globe on each end . (fig.2+)| 7.977 [18.53 | 8.0* | 1.67
Globe or Sphere .......... sosoceee (fig. 25.) slecsdecs| 0078 |eosee HOM 1 20see
Conducting Body and Bars........+6.+ (fig. 26.) |.....06..] 9.992 | 44,20
Long “Friction Plank ......s0000 (112. 27.) A aa sinaact hedge
Short Friction Plank ....c.seseee FAS.) batees wes.| 8.548 | 14.70
Body APs of ala ines: seseseee (fig. 29.) | 810.01] 7.751 | 26.41 |44.96 | 10.18 | 23.48 | 13.30 1.38 | 11.92
Body Ape ..coocssssesecseseeseeeves (fig. 30.) | 761.87] 7.433 | 32.19 {41.19 | 9.33 | 29.43 | 20.10 8.18 | 11°92
Body APK secsccscscccessocccvscees (fi9. 31.) | 805.62] 7.467 | 31.64 |43.31 | 9.81 | 28.40 | 18.59 | 6.67 | 11.92
Body APIs sessvcsessesceses (fiG. 32.) | 833,12] 7.490 131.06 | 44.21 110.01 | 27.72 | 17.71 5.79 | 11.92
Body PET wees van tale males coonsecvee (Ht. Oo.) 7.252 135.97 | 37.48 | 8.49 | 33.37 | 24.88 | 12.96] 11.92
Body CPA ..cccrccesssocevenscccees (fig. 30.) | 761.87] 7.494 | 31.02 |41.19 | 9.33 | 28.26 | 18.93 1.38. bite
Body KPA siccccsscccssisenssccsves (UP, Sis) | SOS O2raeeue | 30:74°643.S1 4. O81 1 27.50) Ieee 1.38 | 16.31
Body IPA. -cesscossgesedeossossssee (figs $2.) 1 833,12)°%.944 | $0.13) 144.21 410.01 126.79 7 16.78 1.38 | 15.40
Body iPA .......00 sescvassovcsseee [fi -33e) 6.054 |70.28 | 37.48 | 8.49 | 67.68 | 59.19 1.38 | 57.81
Body IPi or iPI ...ciscesesseee eee (fig. 34.) 5.830 |79.16 |30.0 | 6.79
Cuap. II.) EXPERIMENTS ON FLOATING BODIES, 95
PRELIMINARY OBSERVATIONS ON THE EXPERIMENTS,
For the purpose of ascertaining the effect of resistance arising from the friction of the water,
two bodies were procured, called the Lone Frierion Prank, and the Snort Friction Pianx ;
these were of the same degree of smoothness, and also of the same breadth and thickness, and
of the same form in every respect, except in length. Other bodies were also provided, some
with a similar middle part and head end, but with differently formed stern ends, for the purpose
of ascertaining the effect of the stern resistance and the minus pressure ; and some with a similar
middle part and stern end, but with differently formed head ends, for ascertaining the effect of
the head resistance and the plus pressure. All these bodies, planed smooth and painted white,
were of the form and dimensions represented in the engraving ; and, when used for experiment,
were respectively immersed, by means of the conductor, and its bar or bars, to the medium
depth of six feet under the surface of the water; and, when so immersed, the conductor swam
with its top, or horizontal upper surface, exactly one inch above the upper: surface of the
‘water.
Having, by means of a set of weights, * or motive powers, obtained by experiment a set of
velocities most accurately taken, it became necessary to examine and compare the experimented
velocities and resistances, in order to determine the law regulating their respective velocities ;
and this was done by the following method.
Assuming, by way of example, a set of experiments containing a great number of experi-
mented resistances, made by the conductor, its bar, and the long friction plank (fig. 1. as re-
presented on the plate) it became necessary first to try, in what powers of the velocity the several
motive powers, or resistances, were to be found, by comparing together every two experiments,
as in the following series: that is, first the 120lb. with every weight or resistance less than it ;
then the 96lb. with every weight or resistance less than it ; and so on, till every combination of
two’s had been made.
Motive Powers in Pounds | 12 | Q4, 36 48 | 60 | 72 | 96 | 120
Velocities per second in feet
and decimal parts, accord-
ing to Experiment
10.310
3.408 | 4.888
5.847 | 6.668 | 7,420 | 8.161 | 9.327
This was done by a correct Theorem ; and the differences, amounting in number to 28, were
correctly taken. ‘These were various, but the variation small, and preponderating either way,
which indicated that the law of resistance is constant or regular, and that these irregularities
in the value of the differences proceeded from small irregularities in the Experiments themselves.
An Exponent, expressing the mean difference, or velocity, was therefore deduced from the
sum of the 28 differences found; by means of which, the experimented numbers were reduced
* The smallest weight used as a motive power was of 12lbs.; the rest increased by 12lbs. each to 72lbs.
Then 96lb. and 120]b.
96 EXPERIMENTS ON FLOATING BODIES. 7 [Boox I.
to a regular series, and being thus reduced they appeared as follows, and are to be considered
as the correct or regular series of experiments.
Motive Powers in Pounds | 12 | Q4 | 36 | 48 | 60 a 72. | 96 | 120
t. dec, Ft. dec. Ft. dec, Ft. dec. Kt. dec. Kt. dec.
Ft. dec. Ft. dee. .
3.455 4.801 | 5.821 | 6.673 | 7.419 | 8. 090 9.973 10.310
Velocities in regular Series
The resistance to different proposed velocities were again correctly computed by another
theorem*, according to the velocity in feet per second, from one to eight geographic or nautical
‘miles an hour; and, these being determined, the next object was, to ascertain the Resistance
arising from the friction of the water only against the several surfaces of the different bodies
respectively. ,
By inspecting the form and dimensions of the friction planks, (fig. 2 and 3,) used in the year
1798, as given inthe plate, it will be seen that the long friction plank was exactly 12 feet longer
than the short friction plank ; they were of the same degree of smoothness, and were exactly similar
in the form and dimensions of their head ends and stern ends; that is to say, they were similar
in every respect except in length. Whence it is evident, that, whatever difference arises between
the resistance of the two planks, such difference must be the resistance arising from the friction
alone of the water against 46 square feet of surface, which is the surface contained in. the
long friction plank more than in the shorter one.
The difference between the resistance of the two friction planks (which is equal to the friction
of the water against 46 square feet of surface) having been ascertained, the resistance arising
from friction of thé water on the surfaces of the other bodies was allowed for by this proportion,
that is to say, according to the proportion which those surfaces bear “ReEpevearea to 46
square feet.
ON THE RESISTANCE SUSTAINED BY THE DIFFERENT BODIES WHEN CONSIDERED AS NAVIGABLE
VESSELS, &c. &c.
Tue bodies made use of for the different experiments were severally immersed to the medium
depth of six feet, as before mentioned, by means of the bar, or bars, affixed to the conductor,
Consequently, in order to make comparisons with these bodies, considering them as ships, or
navigable vessels, it was necessary to deduct the friction against the top surface from the
total resistance. Such deductions were accordingly made, and the motive powers requisite
to overcome the resistance of the bottom and sides only, as navigable vessels, were thereby
ascertained.
In the experiments of the year 1798, the bodies Ao, Aa, &c. to Ai, (Figures 4 to 13,) were
constructed for the purpose of ascertaining the advantages or disadvantages arising from their
* These Theorems are given in the Report.
Cuap. II.] EXPERIMENTS ON FLOATING BODIES. 97
differently formed stern ends. Now, by inspecting the resistances of the bodies Ao (fig. 4.) and.
Aa, fig. 5. (as Ships) -as shewn in the preceding Table, it will be seen, that the resistance of
the body Aa is a little less than the resistance of the body Ao; and also, that the resistance of the
body Ah, (fig. 12.) reversed as hA, is a littleless than the resistance of the body Ho (fig. 14.) ; which
curious circumstance arises in each case from the stern end o, having a greater surface for friction
than the stern end a. Whence it is evident, that the resistance arising from the friction against the
stern end 0, is greater than the friction and minus pressure together of the stern end a.
Another curious circumstance is, that the resistance of the body Ab, fig. 6. (as a Ship) was
found to be a little less in the velocities from five miles per hour downwards than the resistance
of Aa, but in the higher velocities the body Aa has the least resistance.
1 mile 2 miles 3 miles 4 miles 5 miles 6 miles 7 miles 8 miles
‘Aa’s Resistance | 0.66 | 2.70 | 6.03 | 10.60 | 16.31 | 25.15 | 31.02 | 39.88
Ab’s Resistance 0.62 | 2.58 | 5.85 | 10.40] 16.20 | 25.21 | 31.38 | 40.69
This crossing is occasioned by the law of the stern resistance of the stern end b, increasing in a
greater ratio than the stern resistance of the stern end a: and which probably arises from the
angular part of the stern end b, (that is from s to b) being more obtuse than that of the
stern end a.
And, with respect to the bodies Ac, Ad, &c. to Ai, it will be seen, that they have all greater
resistances than either of the aforesaid bodies Ao, Aa, or Ab: which are disadvantages that
evidently arise out of the form of the stern end of the said bodies respectively ; and of which the
stern end f, of the body Af (fig. 10.), has the greatest disadvantage, or is the worst stern end
of all.
The bodies Aa, Ab, Ac, &c. to Ai, (fig. 5 to 13.) reversed, were made use of for the purpose
of ascertaining the advantages or disadvantages arising from their several differently formed head
ends ; and those different advantages or disadvantages will be seen by an inspection of the table.
In the investigation of this subject, that is, considering the different bodies as representing
ships, it must be noticed, that they have different magnitudes, and consequently different degrees
of stability, or stiffness to carry sail; and also, that the relation which the resistance bears to
the capacity, or the relation which the resistance bears to the vis insita force, or power of going
forward, and the momentum, will be different in each body.
- Taking the subject in this point of view, it of course becomes necessary to ascertain the
relation which the resistance bears to the capacity, and also the comparative degrees of stability
of the respective bodies ; whence we shall be able to draw conclusions applicable to practice.
And, as the bodies are of the same form and dimensions in their midship section, and only
differ in length, and in the form of their head ends and stern ends; therefore their comparative
stability will be nearly in proportion to the capacities of the different bodies respectively. Whence
it is readily conceived that the comparative power, or quantity of sail, which the different
bodies are capable of sustaining, will also be nearly in proportion to their respective
capacities.
O
98 EXPERIMENTS ON FLOATING BODIES. [Boox I.
And the capacities, when considered as ships, or their weight as a column of water, are
found to be as follow : — .
lbs. dec. lhs. dec. lbs. dec. lbs. dec.
Ao = 294.37 Ac = 300.00 Af = 181.87 Ai= 155.00
Aa = 247.50 Ad = 215.63 Ag = 193.13 Ho = 226.25
Ab = 266.25 Ae = 199.37 Ah = 179.37 Io = 201.87
Then, by taking the resistances, say at the velocity of five miles an hour, as shewn in the
foregoing Table, and placing them as numerators; and also by placing the capacities, or
weights, as above, under their correspondent resistances as denominators ; the numbers so placed
will represent the relation which the resistance bears to the capacity; and also the relation which
the resistance bears to the vis insita force, or power of going forward (or to the momentum) all
which relations are as follow :
lb. dec. lbs. dec. lbs. dec. lis. dec.
Resistance = 16.45 Resistance= 17.12 Resistance = 23.49 Resistance = 61.47
Ao cA fA inf
es
Capacity = 155.00
Capacity = 294.37 Capacity = 300.00 Capacity = 181.87
{ Resistance = 16.31 ycRes ==" 17.61 Resistance = 16.23 { Resistance = 19.02
Aa dA
—_—_—- A
Capacity = 247.50 Capacity = 215.63 (Capacity = 193.13
Resistance = 15.23 Resistance= 19.91 Resistance = 18.77 Resistance = 61.35
bA eA hA To
Capacity = 226.25.
ee
Capacity = 201:87
eee .
Capacity = 266.25 Capacity = 199.37 Capacity = 179.37
For the sake of comparing the above numbers more readily, they have been considered as
fractions, and reduced to their lowest terms, whence the relation which the resistance bears to
the capacity, or the capacity to the resistance, &c. will be as follows :
To
1
3,291
Ho
1
11.895
Aa
1
——_—— =
15.175
1 1
9.559
1
—_—_————
17.482
11.899
1.743
10,014
12,244
—
17.523
Ao hA iA
Resistance 1
Capacity | 17.895 2.522
Now, it appears, by an inspection of these numbers, that the relation which the resistance
bears to the capacity (or to the stability, or to the vis insita force) is nearly the same in
the bodies Ao, bA, and cA; that is to say, if their respective resistances be equal to 1, then the
capacity or stability, or vis insita force of Ao, is 17.895, of bA, 17.482, and of cA, 17.593:
hence it appears, that the body Ao has the greatest advantage, and the body cA the next
greatest advantage. But, supposing these bodies to be ships in motion at sea, then it may fairly
be inferred that the body cA would be the worst of the three bodies. Because the head end of
cA would not meet with so much lateral resistance to keep the body to windward ; and it would
meet with more resistance in its pitching motion than either of the bodies Ao or Ba. _
It has been deemed requisite to say thus much respecting the method of comparing the
results of the different experiments with the bodies, in order to prevent such as may not have
had an opportunity of considering the subject fully, from drawing conclusions by comparing
Cuar. II.] EXPERIMENTS ON FLOATING BODIES, 99
the resistances only; and, for this reason, we proceed to make some farther comparisons by
Way of illustration. | We will therefore compare the resistance of the bodies cA and gA as found
in the Table ; whence it appears that the resistances are nearly the same: but, on considering
these bodies as ships at sea, and impelled forwards by the force of the wind on their sails, it will
be found, by assuming the resistance of the two bodies, respectively, as 1, that the capacity
and stability, or comparative power to carry sail, as also the vis insita force of the long body
cA would be 17,523, and of the short body gA 11.899.
It will then be evident that the long body cA has not only the advantage of being capable of
bearing about one third more sail than the short body gA ; but it also has an advantage arising
from its great vis insita force, or the power of overcoming such resistance as may be occasioned
by the undulation of the water (or otherwise) to its direct motion.
It is also to be considered that the pitching motion is not so quick, nor the areas of vibration
in general so great, in long* ships as in short. ships; therefore the short ship has not only
a disadvantage (as compared with a long ship) arising from the smallness of its vis insita force ;
but also another disadvantage, which is, that its vis insita force is destroyed in a much greater
degree by a pitching motion than the vis insita force of the longest ship possibly can be, by its
pitching motion. .
Again, it is to be considered, that the power of the wind, by which ships obtain their velocity,
is variable in its force and direction, in almost every instant of time. Consequently, the longer
ship, which has the greatest vis insita force, will have the advantage as compared with the
short ship, of moving with more uniformity in its velocity, and more steadiness in its direct
motion ; and will, of course, thereby feel the power of the wind upon its sails in a greater com-
parative degree, than the short ship can, upon its sails,
Upon reference to the figures in the plate, it will be seen that the bodies aPA, ePA, kPA,
IPA, (fig. 29 to 32.) were respectively constructed with differently formed head ends, but with
the same middle part and stern end.
Now, for the sake of comparison, we shall place the resistance of these bodies, as ships,
moving with the velocity of five miles an hour as numerators; and the capacities or weights of
the bodies under their correspondent resistances as denominators ; and as follows :
Ibs.
Resistance = 28.26
ePAd -
Resistance = 23.48 f Resistance = 27.50
aPA
Capacity = 761.87
Resistance = 26.79.
Sapa IPA
Capacity == 805.62
Capacity = 810.01 | Capacity = 833.12
By reducing the above numbers to their lowest terms, the relation which the resistance bears
to the capacity, or the capacity to the resistance will be as follows:
aPA ePA kPA IPA
1 1 ] I
34.498 26.959 29.295 31.098
* This comparison refers to ships of similar form and dimensions in the head end and stern end, and having the
same form in the midship section; but of different lengths by means of midship body. Or to the advantages and
disadvantages in ships that have been lengthened, as compared before and after they are lengthened in the midship
body.
100 EXPERIMENTS ON FLOATING BODIES, [Boox I.
Now the body aPA is exactly of the same form and dimensions in its head end, and stern
end, and in every respect, except in the length of its middle part, as the body Aa. — But by
comparing the relation which’the resistance bears to the capacity, &c. of the body Aa, as pre-
viously found, with the relation which the resistance bears to the capacity, &c. of the body
aPA, as found above, it appears that if the resistance of these bodies Aa and aPA be respec-
tively equal to one, that then the capacity and comparative stability, and vis insita force, of
the short body Aa would be 15.175; and of the long body aPA, 34.498. Whence a very con-
siderable advantage appears in favour of the long body, which arises from the difference in the
length only *.
The Isosceles angular head end e, of the body ePA, and the projecting angular head end k,
of the body kPA, were constructed so as to have the same angle of inclination, and the same
area of oblique surface in their respective head ends; that is to say, that the hypothenuse or
oblique surface of the head end k is equal to the sum of the two sides, or oblique surface of the
head end e.
The oblique surface of the head end k, was made to incline upwards for the purpose of as-
certaining the advantage or disadvantage which might arise from its resistance in such
position, as compared with the resistance of the head end e, according to its position.
Now, by comparing the relation which the resistance bears to the capacity, &c. of these
bodies, as already given, it appears, that, if the resistance of the bodies ePA and kPA be re- ~
spectively equal to 1, then the capacity, or stability, or vis insita force, of ePA, is 26.959, and
of KPA 29.295, which shews an advantage in favour of the body kPA +, that is of some moment,
and which advantage arises from the form of its head end only. (See the Table.)
The compound projecting angular head 1, of the body IPA, (fig. 32.) was constructed with the
same angle of inclination upwards, in the direction of yr (see the plate) as the head end k, of
the body kPA, and the horizontal section of its pointed end is an equilateral triangle ; this head
end was constructed for the purpose of ascertaining the advantage or disadvantage which might
arise from such form as compared with the head end k, of the body kPA.
Now, by comparing the relation which the resistance bears to the capacity, &c. of the fade
bodies, as already given, it appears, that if the resistance of the bodies kPA and IPA be re-
spectively equal to 1, then the capacity, or stability, or vis insita force, of the body kPA is
29.295; and of the body IPA, 31.098, which gives an advantage in favour of the dias IPA,
arising from the form of its head end only.
* Comparisons may, in like manner, be made with other bodies; and it is a method of reasoning which applies to
all kinds of vessels moved by sails. But, tn applying it to ships or models of differently formed midship sections, and of
different breadths or depths, it is of course then necessafy to ascertain the stability of each body, according to its par-
ticular form and the height of its centre of gravity, &c.
+ This advantage is supposed to arise from the particles of water which strike the oblique surface of the head end k,
eing deflected downwards under the body, by which means the head end is impelled upwards.
Cuap, II.) EXPERIMENTS ON FLOATING BODIES, 101
ON FINDING THE PLUS AND MINUS PRESSURES, TOGETHER AND SEPARATELY, OF THE DIFFERENT
BODIES ; WITH OBSBRVATIONS ON THE LAW OF THE PLUS PRESSURE AGAINST DIRECT AND
OBLIQUE SURFACES.
Tue motive powers requisite to overcome the plus and minus pressures (together) of the different
bodies respectively, may be found in two ways: that is, either by deducting the friction of the
water which takes place against the total surface of the different bodies from the total resistance,
as given in the table; then the remaining numbers will be equal to the motive powers requisite
to overcome the plus and minus pressures, together, of the different bodies, respectively. Or,
by deducting the friction against the sides and bottom surface from the resistance, as ships, given
in the Table, the remaining numbers will likewise be equal to the mctive powers requisite to
overcome the plus and minus pressures, together, of the different bodies, Of these methods
the latter was used for the requisite computations in the course of making the experiments here
explained.
In order to shew how the plus and minus pressures were separated, we shall now compare the
resistance of the bodies Ao and Aaas found by experiment, which are as follows :
Nautical Milesan Hour | 1 | 2 | 3 | 4 | 5 | 6 |. 7 | 8
_ Motive powers in pounds and decimal parts.
ib.
42.07
41.59
ib.
32.85
32.49,
tb.
6.52
6.38
tb.
2.94
2.87
Ib.
0.73
0.71
bs hw: Seca tee ib.
Upper Surfaces. 11.38 | 17.43 heme
11.17 } 17.14 | 24.26
Now, by inspecting the form and dimensions of these bodies, as shewn in the plate, it will be
seen that the head end and middle part of them are exactly similar, and that they differ only in the
form and dimension of their stern ends. Consequently, whatever difference arises between the
resistances, as found above, must be occasioned by the form and dimensions of the stern ends
only. Then, upon inspection of the foregoing numbers, it appears, that the body Ao, meets
with a Jittle- more resistance than Aa; which evidently shews that the stern resistance of the
body Ao, is a little more than the stern resistance of Aa.
And, by comparing the total resistance of the body Ho with that of hA as follows :
Reeteray Wiles:an-Hours}d-—| | 28] 8 [O84 JO Saf, Oy poy ca oe
Sages: Motive Powers in Pounds and Decimal Parts.
ae face!. 0.78 | 3.20 | 7.21 | 12,62 | 19.78 | 28.25 | 38.10 | 49.28
19.37 | 27.67 | 3'7.31 | 48.26
eg 0 0.76 | 3.13 | 7.06 | 12.56
In this comparison the same result as the former is proved, namely, that the stern resistance
of Ho isa little more than that of hA. This fact ts curious and interesting.
102 EXPERIMENTS ON FLOATING BODIES, [Boox I.
But, when the friction against the several surfaces of the bodies Ao and Aa is deducted, then,
by comparing the plus and minus pressures, (together) of Ao, with the more and minus pressure
together of Aa, they are as follows:
| Nautical Miles'an Hour’ |+/Ieepe@ of 3° | 4 ]° 5 VSR) 6° See
Plus and Minus Pressure (together) of Ao 40 | 1.'79 | 4.19 | '7.57 | 11.92 17.25 | 23.50 | 30.67
Plus and Minus Pressure (together) of Aa | 0.44 | 1.92 | 4.46 |] 8.01 | 19.56 | 18, 24.66 | 32.13
Now, according to the above numbers, it appears, that the plus and minus pressures together,
of the body Ao, is a little less than the plus and minus pressures together of Aa.
But, as the plus pressure against the head end A, must be the same in both bodies, and as
the friction is wholly taken away, therefore the difference between the numbers must be the
difference of the minus pressure only ; which difference being very small, when compared with
the great difference in the length of the stern ends 0 and a, it may fairly be inferred, that the
stern end o has no minus pressure ; or, if any, that it is so little as to be of no moment in this
investigation.
Then, taking the minus pressure of the stern endo, of the body Ao, to be equal to 0 ,0001b.
at any velocity, from 1 to 8 nautical miles per hour, the plus pressures and minus pressures
to all the bodies may be thus separately found.
ON THE LAW OF THE PLUS PRESSURE AGAINST DIRECT AND OBLIQUE SURFACES,
If we take the plus pressure of the flat head end I, of the body Io, (fig. 15.) at the .
velocity of 8 miles an hour, which is found equal to 148,25 1b. and reduce it according to the
sines of the Angles of Incidence of the different angular head ends adef (fig. 5, 8,9, 10,); such
plus pressures will come out as shewn in this table.
And, by comparing the said Plus Pressure with |, Plus Pressure b
eee : Angle Plus Pressure | Theory, Line o
the Plus Pressure as deduced from experiment, and of by Ani gl! ofrdidei-
shewn here, it must be evident, that the plus | Incidence. | Experiment. | dence to Radius
; 148.25 th.
pressures, as deduced from experiment, do not | ————— ar
ji wW O : o cide; ° n Ib. tb.
follow the law of the sine of the angle of incidences RNS LT ee ee GT
nor any regular law that has yet been discovered. \ d= 14.28.40| . . . 35.34 angen toe
e = 19.28.15]... 41.71 1s ww 49.42
f = 30..0. O|. .. 51.44 + gee
Cuap. IT,] EXPERIMENTS ON TLOATING BODIES. 103
TABLES SHEWING THE RATE (OR INDEX OF THE POWER) OF THE VELOCITY OF THE DIF-
FERENT BODIES, WITH OBSERVATIONS ON THE SAME.
er
I, INDEXES OF THE POWER OF THE VELOCITY BY WHICH THE TOTAL RESISTANCE OF THE Dif-
FERENT BODIES WAS FOUND TO INCREASE OR DECREASE.
Index of the Power of the Velocity.
fAo (fg. 4.) f 2.910] 1.993 11.981 [1.971 |1.964] 1.956] 1.950
Aa (fig. 5.) |9.015|1.999|1.988 | 1.978] 1.971 | 1.964] 1.958
Ab (fig. 6.) |2,042}2,030/2.020| 2.013 | 2.007 | 2.001 | 1.996
Ac (fig. 7.) |2,000|1.983{1.971} 1.962] 1.95411.946] 1.940
Ad (fig. 8.) |1.987}1.973|1.961| 1.951 | 1.942] 1.934) 1.927
Ae (fig. 9.) |2,034.12.019|2.011 | 2.003 | 1.998 | 1.992] 1.987
Af (fig. 10.) |9.053]2.045|2.041 | 2.036 |2.033 | 2.080] 2.027
‘ : Ag (fig. 11.) | 1,965|1.950] 1.938] 1.928] 1.919] 1.911] 1.904.
Bodies used in the _ iar os ‘a3 2.020]2.006| 1.996] 1.988] 1.982] 1.976} 1.971
; Ai (fig. 13.) }2,027}2.014| 2.006 | 2.000] 1.995] 1.990] 1.985
mer <bA (fig. 6.) |2,040] 2.030} 2.021| 2.014] 2.009 | 2.004} 1.999
of the Year 1798. cA (fig-7.) |2.005|1.99111.980] 1.971] 1.963] 1.956| 1.950
dA (fig. 8.) |2.014|2.001| 1.993] 1.986] 1.980] 1.974|1.969
eA (fig. 9.) |2,026|2.012|2.003| 1.995] 1.989]1.983|1.977
fA (fig. 10.) |2,019|2.010|2.002} 1.996] 1.991] 1.986] 1.981
gA (fig. 11.) |2.038| 2.027 12.020] 2.014] 2.008 | 2.004.| 1.999
hA (fig- 12.) |2.04212.029 | £019} 2.012/2.006] 2.001 | 1.996
Ho (fig. 14.) |2.037|2.024| 2.016] 2.009 | 2.003] 1.998 | 1.994
iA (fig. 13.) |2.018}2.011]| 2.006] 2.002] 1.999] 1.996] 1.994
LIo (fig. 15.) |2.012|2.006} 2.002] 1.998 1.995] 1.992| 1.989
f APa (fig. 29. )} 1.822
ePA (fig. 30.)| 1.839
.818}1.817]1.816]1.816] 1.815
.83311.831] 1.831]1.830| 1.829
815
-829
Bodies used in the fe (fig. 31.)| 1.853 11.849 | 1.849] 1.848]1.848] 1.848] 1.847
: a (fig. $2.)|1.847|1.842] 1.841] 1.840]1.839 | 1.838] 1.838
Experiments 2 iPa (
? of the Year 1796. APe (fig. 30.)| 1.833 11.832 |1.831| 1.831] 1.831 | 1.830] 1.830
APk (fig. 31.)}1.861}1.856| 1.855} 1.854]1.854| 1.853] 1.853
API (fig. 32.)|1.818)}1.817 |1.817| 1.816] 1.816]1.815] 1.815
~ LAPi (fig. 33.)11.873 |1.869 |1.868 | 1.868 | 1.867} 1.867} 1.867
l 1
] 1
] ]
I I
fig. 33.))1.954)1.95211.95211.951 11.951) 1.951) 1.951
1 l
1 l
I ]
1 1
* This Table was formed by comparing the resistance of the different bodies at the velocity of one mile an hour with
the resistance at each of the following velocities up to eight miles an hour, by the method specified in a foregoing section.
By an inspection of it, it will appear, that, the power of the velocity of the bodies used in the Experiments of the year
1798, at twomiles an hour, is in general a little above the duplicate ratio, or square of the velocity ; but that the ratio
gradually decreases as the velocity increases, and becomes a little less than the duplicate ratio at the velocity of eight
miles an hour; excepting with the body Af, which is always greater than the duplicate ratio.
With respect to the bodies used in the year 1796, it also appears, by inspecting the numbers in the Table, that the
power of the velocity with these bodies is considerably less than that of the bodies used in 1798, and is always less than
the duplicate ratio. This difference in the power of the velocity of 1798 and 1796 arises from the bodies used in 1796
having a much greater surface for friction than the bodies used in 1798, and also, because the friction always increases in
amuch less ratio than the duplicate ratio, as shewn by the following Table. So that the friction of the bodies used in the
year 1796, forms a greater proportional part of their total resistance, than it does in the bodies used in 1798.
104 EXPERIMENTS ON FLOATING BODIES. [Boox I.
II. INDEXES OF THE POWER OF THE VELOCITY BY WHICH THE RESISTANCE ARISING FROM THE
FRICTION OF THE WATER INCREASES OR DECREASES.
Nautical Miles an Hour = 3} lid A 6 8
This Tabie was formed by compating | 5.0. the friction as found ue tie i Indexes of the Power of the Velocity.
the friction on 46 square feet of surface,
as found by the Experiments of 1798 ;
and also by comparing the friction on 50
square feet of surface, as found by the ex-
periments of 1796.
Experiments of 1798 |.823/1.800|1.780;1.762[1.745|1.729|1.713
L.753/1.741 1.754,1.729 1,.726}1.723}1.720
From the friction as found by those i
III. InDEXES OF THE POWER OF THE VELOCITY BY WHICH THE PLUS PRESSURE OF THE DIFFERENT
BODIES INCREASES OR DECREASES.
eee eee ee eee ee ee
| Nautical Milesan Hour~-= |)/2) | 3 | 4 | & | 6 Jogi
Indexes of the Power of the Velocity.
2.09 112.07 8|2.069|2.062|2.05612.05 1}2.046
2.162]2,140]2. 1 32/2.125}2.118}2.113}2.109
_By an Inspection of the numbers it will
appear that the power of the velocity of
the plus pressure is always a little above
the duplicate ratio.
the plus pressures of the different bodies, | Fnds (as Head Ends) of the =
A. |2.162(2.138/2.121(2.109(2. 101|2.093|2.087
b |2.219]2.201}2.192|2.184|2.179|2.17 312.168
This Table was formed by comparing c |2.136]2.119]2.106|2.096|2.088]2.080|2.07 4.
d_ |2.116]2.098]2.092|2.086|2.07 8}2.07 212.067
according to the method heretofore used in the year 1798. e }2.108]2.090}2.08 1|2.07 3|2.067|2.06112.056
specified. f
§
H
I
2.162}2.138}2.121|2.109}2.101|2.093/2.087
2.068}2.050}2.038/2.029!2.023/2.01912.014
2.155}2.132/2.118}2. 106|}2.098|2.092)2:086
2.158}2.135}2.119/2.105}/2.096}2.090/2.084
2.068}2.05912.053|2.048|2.045}2.043|2.041]f
Se eS
Ends (as Head Ends) of the Bodies
used in the year 1796,
sm OD S
IV. InDEXES OF THE POWER OF THE VELOCITY BY WHICH THE MINUS PRESSURE OF THE DIF-
FERENT BODIES INCREASES OR DECREASES.
— a ga | os oe rire | SOK
autical Miles an Hour 3 lide fea als Fe
Indexes of the Power of the Velocity.
‘ } ing c
aoe eee ee cecof the different | Stern End of the Bodies used in the | d |1.751|1.744|1.7 40]1.729|1.7 14|1.698|1.682
bodies according to the method hereto- year 1798, < e@ |1.968]1.964}1.976}1.980}1.982)1.982|1.982
fore described. | f |2.060]2.061|2.065|2.066|2.066!2.066\2.066
g |1.860]1.841]1.828]1.818]1.806]1.795|1.785
l; 1.953]1.939]1.936}1.933]1.930]1.927]1.924
1 J1.978}1.969}1.969]1.967|1.965]1.963}1.961
By inspecting the number in the last Table it will appear that the power of the velocity of the minus pressure is various,
and is always less than the duplicate ratio, except with the stern ends b and f, with which it is always greater than the
duplicate ratio. Now, as the minus pressure of the stern end b is very little, only 0.24 Ib. at the velocity of 3 miles an
hour, and 2.13 Ib. at 8 miles an hour, therefore the great comparative ratio by which the minus pressure increases, might
partly arise from the form of the stern end, and partly from a small error in the experiments with the body Ab at the
slow velocities, for an error of one-twelfth part of a pound in the resistance at the velocity of one mile an hour, would
produce the effect in the law of the minus pressure as shewn in the Table.
Cuap. IT] EXPERIMENTS ON FLOATING BODIES. 105
OBSERVATIONS RESPECTING THE COMPARATIVE RESISTANCE OF THE ISOSCELES TRIANGLE, THE CUBE,
THE SQUARE PLANE, THE ROUND PLANE, THE: CYLINDER, THE GLOBE, &C.
Tur Isosceles triangle MN (f/g.17.), which was used in the experiments of the year 1797, was
exactly of the same form and dimensions as the angular head A of the body Ai, &c. in the ex-
periments of the year 1798. (See the Plate.) Hence the plus pressure of this triangle is con-
ceived to be the same as the plus pressure of the head end A in those figures; and the minus
pressure is conceived to be nearly the same as the minus pressure of the stern end i. The fric-
tion as given in the Table. Now, for the sake of comparison, we will compare the sum of these
resistances with the total resistance of the triangle as found by actual Experiment.
Pantical Niles.an Flour .sshe0dee0p ns ves | l | 2 3 | 4 | 5 | 6 | fi | 8
Motive Powers in Pounds and Decimal Parts,
Plus Pressure of A by Experiments .........csccesesecsenee 0.40 | 1.79 | 4.19 Waa areal le Zone 2S DO UA SLY Cet
Minus Pressure of 1 by Experiments «.....ssssseeeeeeeess 0.49 |.1.93 {4:26 | 7.51 1 11.62 | 16.57 | 22.35 | 28.92
Co Ae ek cee | i i a Oe OLE O39 pior7g 1.29 N87 2.50 3.17 3.87
Sum for the Total Resistance of M ou... ccc. ee eee ceeee eens 1.00 | 4.11 | 9.24 | 16.37 | 25.41 | 36.32 | 40.02 | 63.46
Total Resistance of M, as found by actual Experiment | 1.12 | 4.39 | 9.70 | 16.96 | 26.13 | 37.15 | 49.99 | 64.61
It appears from these numbers that the total resistance of the triangle MN, as found by actual
experiment in 1797, is a little more than the total resistance as deduced from the experiments
of 1798. oa yet
This small difference * is conceived to arise from the effect which the deflection of the water
has on the minus pressure of the triangle M ; for the water which is deflected by the oblique
surface or sides of the triangle, acts with its deflected force, to prevent the surrounding water
from filling up the void at the base or stern end of the body.
Whereas in the body Ai (fig. 13.) the water which is deflected by its oblique surface has time
to lose the effect of deflection, and becomes parallel to the sides of the moving body before it
arrives at its stern end: therefore the surrounding water is not impeded by deflection from act-
ing with its full force and pressure to fill up the,void behind.
The Cube, the Square Iron Plane, the Round Iron Plane, and Cylinder (fg. 18, 19, 20, 21,)
were constructed with the same area of flat surface in the head and stern end, namely, one
square foot of surface in each, for the purpose of ascertaining the advantages or disadvantages
arising from such form with respect to the effect of the deflection of the water.
It appears from the experiments that the cube has less resistance than the square plane; and
that the cylinder has less resistance than the round plane; these differences evidently arise from
the water which is deflected by the front of the square plane (and the same with respect to the
round plane, jig. 20.) acting with its whole deflected force, to prevent the surrounding water
from filling up the void behind.
* The effect which the deflection has on the minus pressure of the triangle M, cannot be much,’ because its angular
form is yery acute.
zn
106 EXPERIMENTS ON FLOATING BODIES. -[Boox I,
Whereas in the cube* (fig, 18.) and cylinder (fg. 21.) the water which is deflected by the
front of these bodies has time to lose a great part of its deflected force before it arrives’at the
stern end of the moving bodies, and therefore the surrounding water is but little impeded by
deflection from filling up the void behind them.
The Experiments with the cylinder, with a semi-globe for the stern end (fig. 22.), and reversed
with a semi-globe for the head end (fig. 23.), serve to shew the advantages and disadvantages
arising from such forms, as shewn by the Table.
The Cylinder with a semi-globe both for head-end and stern-end (fig. 24.), and the Globe-
(fig. 25), were constructed for the particular purpose of ascertaining the advantages or disad-
vantages arising from such forms with respect to the effect of the deflection of the water.
And, upon comparing the resistance of these, it was found that the resistance of the cylinder
‘with a semi-globe on each end (fig. 24.), when moving at the rate of 8 miles an hour, is 46.29 ib.
and that the resistance of the Globe with the same velocity is 64.87 1b.; whence it appears, that
there is a considerable advantage in favour of the former. ‘This advantage evidently arises from:
its minus pressure being very little, if at all, affected by the deflection of the water from its
head-end ; because the water which is deflected by the circular surface of its head-end has suf-
ficient time to lose the effect of deflection, and becomes parallel to the sides of the moving
body, before it arrived at the stern-end, and therefore the surrounding water is not impeded by
deflection from acting with its full force and pressure (or nearly so) to fill up the void behind.
Whereas in the Globe, the water which is deflected by the circular surface of its head-end,,
acts with great force to prevent the surrounding water from filling up the void behind.
So that the comparative effect, arising from the deflection alone upon the minus pressure of
the globe, appeared to be 18.58 ib. more than upon the cylindric body (fg. 24.), which is very
considerable. “
oS er rr ee
COMPARISONS RELATIVE TO THE ACCURACY OF THE EXPERIMENTS,
Tue parallelopiped, or body IPi (fg. 34.) was constructed for the purpose of making compari-
sons, or for verification, with respect to the accuracy of the Experiments, as shewn in the fol-
lowing example :
. i . ah! ‘
Nautical Miles an Hour .......s..0000. | ] | 2 3 4 5 | 6 7 i 8»
: Motive Powers in Pounds and Decimal Parts. ip
Plus Pressure of the body iPA (fig. 33.) sseccores 2.14] 8,97 | 20.54 | 36.83 | 57.81 | 83.51 | 113.94 | 148.98
Minus Pressure i of the body APi (fig. 33.) .... | 0.69} 2.42] 5.04] 8.56] 12.96] 18.16] 24.24] 31.15
Friction on Total Surface of IPi (fig. 34.) ...... 0.56} 1.89 | 3.79 | 6.20| 9.06] 12.34} 16.01 } 20,03
Sum for the Total Resistance of IPi............... 3.39 | 13.28 | 29.37 | 51.59 | 79.83 | 114.01 | 154.19 | 200.16
Total Resistance of IPi, by actual Experiment. | 3.39 | 13.19 | 29.14 | 51.16 | 79.16 | 113.08 | 152.86 | 198.47
* Tt is supposed that the difference which appears between the resistance of the cube and the cylinder arose from
the impracticability of drawing the cube through the water with the same degree of steadiness as the cylinder; and the
Experimentalists have observed, that they found great difficulty in drawing these short bodies, with flat head ends and
flat stern ends, through the water with the same degree of steadiness as the other bodies, but the cube was the worst
of all. i
Cuap. II.) EXPERIMENTS ON FLOATING BODIES, 107
By-inspecting the foregoing numbers it will appear that the resistance of the body IPi, as
deduced from the experiments, with iPA or APi, comes out nearly the same as the resistance
found, by actual experiment with IPi, and that the difference does not amount to one 120th
part’ of the resistance; which is a strong proof of the accuracy of the experiments with the
bodies iPA or APi and IPi, and which is farther proved by comparing the plus pressure of the
flat end i (fig. 13.), as found ‘by the experiments of 1798, with the plus pressure of the flat
end i (fig. 34.), as found by the experiments of 1796, as subjoined.
4 & uk 7 | 8
Nautical Miles an Hour J....-.s0s000% | 1 | 2)
Motive Powers in Pounds and Decimal Parts.
Plus Pressure of i with the body iA (fig. 13.).. | 2.27 | 9.31 | 21.08 | 37.55 | 58.64 | 84.27 | 114.38 | 148.92
Plus Pressure of i with the body iAP (fig. 34.). | 2.14] 8.99 | 20.54 | 36.83 | 57.81 | 83.51 | 113.94} 148.98
COMPARATIVE OBSERVATIONS ON THE RESISTANCE ARISING FROM THE ADHESION OR FRICTION OF
f THE WATER.
For the sake of explaining the different effects which have been found with respect to friction,
it is necessary to observe, that the friction planks and other bodies, that were used in the Expe-
riments of the year 1796, were planed smooth and painted ; and that they were immersed a, suf-
ficient time in the water, so as.to be pretty much water soaken (but clean from slime or dirt)
before the experiments were made.
And.also, that the respective friction planks and other bodies, that were used in the Experi-
ments of the year 1798, were planed smooth and painted, but were not water soaken ; and also
clean from slime or dirt.
Whence it is evident that. the Experiments of the year 1798 were not made precisely under
the same circumstances as the former; that is, so far as relates to the resistance arising from
the friction ; for it is to be noticed, that when bodies have been immersed some time in the
water, so as to be pretty much water soaken, then the fibres of the wood start, and the surface
becomes rougher than when such bodies were first immersed ; therefore, the resistance arising from
the friction will be greater against the bodies that have been water soaken, as in the friction found
by the Experiments of 1796; and which is shewn to be the case by the following comparison.
Nautical Miles an Hour............ | 1 | 2 3
Sirchoee Sabie ta ttt dieu?
| Motive Powers in Pounds and Decimal Parts,
Friction against one square foot of surface by
Experiments i iN 1796 eek eee VID 0.014 | 0.047 | 0.095 | 0.155 | 0.266 | 0.309 | 0.400 | 0.501
Friction against one square foot of surface by
Experiments in NTU nc adeseabieaceebaencenae) nec 0.012 | 0.043 | 0.080 | 0.144 | 0.209 | 0.279 | 0.354} 0.432
_ Now, as several opportunities occurred of observing, that there was a material difference
between the resistance of the bodies when drawn through the water, both before and after they
108 EXPERIMENTS ON FLOATING BODIES, [Boox I.
were water soaken, and that they always met with more resistance after they were water soaken,
there is no reason to doubt but the difference in the friction, as above, arises from the cause -
here explained.
It is proper to add, that bodies were occasionally drawn through the water, which had been
immersed long enough to gather a little slime upon them; and that these bodies were imme-
diately after drawn through the water by means of the same motive power, with the slime
washed off, whence it was found that the clean bodies always came the faster.
Upon considering the results of the various experiments that have been made respecting the
effect of the friction of the water on moving bodies, it is evident, that the resistance arising
from the friction (even against very smooth surfaces) is considerably more than it has generally
been conceived to be, or than has hitherto been accounted for, in the estimation of the resist-
ance which bodies meet with in moving through water at different velocities. Whence it natu- ~
rally follows, that, although ships may be built ever so much alike in their form and dimensions,
yet still a very little difference in the smoothness of their bottoms (or in putting on the copper.
in coppered ships) wili produce a considerable difference in their resistances, and of course in:
the comparative rate of their sailing.
§ 3. EXPERIMENTS ON THE RESISTANCE OF DIFFERENT BODIES, BY CHARLES GORE, ESQ. OF WEIMAR;,
IN SAXONY.
Tue following experiments, made at Greenland Dock, by Charles Gore, Esq. of Weimar, in
Saxony, may be considered as a valuable supplement to those made by order of the Society for
the Improvement of Naval Architecture, to whom an acccunt of the results was presented by
the ingenious author.
These Experiments were made with great precision, by means of the apparatus belonging to
the Society at Greenland Dock. They tend, like the former, to shew, that the first principles
of Naval Architecture have been hitherto very imperfectly understood; and certainly lead, as
the Author has observed, to refute those absurd maxims which have so long governed the con-
structors of shipping.
The Experiments are too clear, too sinh les and their application to practice too obvious, te
need any farther illustration than the accompanying figures, and the results which follow.
The bodies (see Plate E) were all drawn by one motive weight, viz. one pound and a half,
and differed in their velocities as follow :
Ficure 1.—Velocity 2.717 feet per second; and weight = 25 lbs. 4 0z. * uive
Ficure 2.—Velocity 2.664 feet per second; and weight = 25lbs, 40z. This being the first
body reversed. "Therefore figure 1. exceeded it in velocity by .053. |
Ficure 3.—Velocity 2.745 feet per second. This body is similar to figure 1, excepting in
the fore part, which is formed with a hollow instead of a round, and which reduces the weight to-
23 lbs. 40z. being 1 lb. 12 oz. less than fig. 1, and therefore its velocity exceeds that of fig. 1.
by .028, which is pirat unequal to the defalcation of capacity and consequent stability. *
Cuap. II.) EXPERIMENTS ON FLOATING BODIES. 109
is also certain that this form would be more subject to pitching in a sea, by reason of the great
inequality of the two ends, whereby the essential counterpoise is destroyed; and, it follows,
therefore, that the velocity must be diminished ; as it cannot be doubted but that the vessel
which preserves its equilibrium in a sea, will pitch less, and must consequently (celeris paribus )
be capable of greater general velocity.
Ficure 4.—Velocity 2.775 feet per second.—Fig. 4. is fig. 3. reversed, consequently its
weight equal; and, though it exceeds the velocity of fig. 2. by .111, this increase in velocity
seems to be produced rather by the decrease of weight than by the variation of form. Fig. 4,
with its full part forward, as represented, gains upon fig. 3, .130 in point of velocity.
Fieure 5.—Velocity 2.994 feet per second; and, although its weight was 28 lbs. 8 oz. it
exceeded fig. 1. by .277.
Fieure 6.—Velocity 2.888 feet per second ; and its form similar to fig. 5, with the addition
only of a little fulness forward, which increases its weight to 29 lbs. 40z. It loses in velocity.
only .106, which is supposed to be counterbalanced by the power of additional sail, which this
augmentation would enable the ship to carry.
Ficure 7.—Velocity 2.944 feet per second. This is fig. 6. reversed, by which the velocity
increased .056. This body demonstrates, that fulness abaft, to a degree obvious to a critical
eye, on inspection of the figure, does not impede the motion through the water.
Ficure 8.—Velocity 2.837 feet per second. This body has a farther addition or more fulness
than figure 6, whereby its weight is increased to 30 lbs. 8 oz. yet loses in velocity only .051 by
the last increase, though it still exceeds fig. 1. and fig. 2. considerably, notwithstanding 54 lbs. 4 oz.
increase in the weight.
Fieure 9.—Velocity 2.741 feet per second. ‘This is fig. 8. reversed, by which the velocity is
diminished .096. Here the fulness abaft seems to be carried too far.
Figure 10.—Velocity 2.871 feet per second, and similar to fig. 9, but carried. sharper aft, as-
_ may be seen in the figure. The weight 32 lbs. 80z. Less by .047 in velocity than fig. 9.
This shews that the after part is here also too round. In this figure it will be observed, that the
extreme breadth is before the centre. This figure (10) reversed had a velocity of 2.918, which,
though it increased in weight 4 lbs. more than fig. 5, brings the velocity equal to figure 5, within
.076, notwithstanding the considerable increase in capacity, and consequently in stability.
Here it must be observed, that the extreme breadth is abaft the centre as much as fig. 10, is’
before it.
Ficure 11.—Velocity 2.669 feet per second. This is: similar to fig. 10, but with the same
addition forward as abaft, by which it loses in velocity only .202, a loss whose ample compen-
sation will be found in the addition of capacity, and consequent stability to carry sail.
Ficure 12.—Velocity 2.997 feet per second, and its weight 38 lbs. Similar on the horizontal
plane to fig. 11, but curved on the perpendicular plane on the foremost end, and it exceeded
fig. 11. in velocity .328, which fully compensates the small defalcation of capacity.
_ Ficure 13.—Velocity 2.743 feet per second, and its weight 38 lbs.—This.is fig. 12. reversed,
with the curved end aft. It loses in velocity, compared with fig. 12, .254. This furnishes an
additional argument in favour of placing the sharpness forward..
110 ON THE MOTION OF FLUIDS, &c, [Boox I.
Ficurn 14.—Velocity 3.435 feet per second, and its weight 36 Ibs. It is similar) to:fig. 13,
but with both ends curved, by which alteration it gains in velocity .692 more than fig. 13:
Figure 15,—Velocity 1.661 feet per second, and its weight 261bs. 8 oz. ert
Ficure 16.—Velocity 1.590 feet per second, and its weight 54 lbs. This is likewisea ‘endl
lelopipedon of the same breadth and depth, but twice the length of fig. 15; notwithstanding
which increase in length and weight, the diminution in velocity is only .071. ‘This clearly de-
monstrates the great advantage derived from length. |
Ficure 17.—Velocity was 1.806 feet per second, and its weight 50 lbs. 12 0z. This is like-
wise a parallelopipedon.
Ficure 18.—Velocity 1.330 feet per second, and its weight 101 Ibs. 80z. ‘This is a paral-
lelopidon of the same length and breadth, but twice the depth of fig. 17. It loses, in compa-
rison with fig. 17, .476 in velocity, which proves that the resistance is increased more by the
addition of depth than by that of length. 8 |
We might conclude, from the foregoing Experiments, that the best form calculated fir velo-
city is a long parallel body terminating at each end in a parabolic cuneas, having the extreme
breadth in the centre. Also that making the cuneas more obtuse than is necessary to break
with fairness the curve line into the straight, creates a considerable degree of impediment; and
we may be inclined to infer, from what has been stated, that the length of ships, which. has
already been extended with success to four times the breadth, is, w7th respect to velocity, capable
of still farther extension to advantage.
§ 4. OF THE MOTION OF FLUIDS, OPERATING ON FLOATING OR RESISTING BODIES.
We have seen, in the preceding sections, the effects of a great number of bodies of various
forms, in their respective degrees of resistance to the pressure or impulsion of fluids. Of the
principle or nature of pressure we may form ideas tolerably correct,-in general cases, from the
hydrostatic principles already explained; but of repulsions we have yet to learn the mode or
manner of action, whereby some satisfactory ideas may be collected as to the causes of the
effects which we have seen produced.
Of this subject our knowledge is as yet imperfect. From its nature, Experiments to ascertain
its principles appear to be difficult, and, perhaps, at last, unsatisfactory: those which have been
made are consequently few, and the conjectures of philosophers very uncertain. As, however,
it may be gratifying to the artist to see how much has yet been done in this respect, ‘we shall
conclude this chapter with the following observations. ns
We may, in the first place, conceive a fluid advancing directly against the flat surface ‘of a
solid, as the side or end ofa cube or parallelopiped ; here it is clear, that the body will be struck
by a force proportional to the quantity of surface and velocity of the fluid, according to the
principles heretofore explained. But the question now is, in what manner does the fluid ope-
Cur. ID] ON THE MOTION OF FLUIDS, &¢. 111
ate, what particles or filaments immediately strike the body, and how are they deflected?
The process appears to be nearly as represented in the annexed figure, supposed to represent a
‘solid floating in a stream of fluid, by which it may be observed, that there remains at the aate-
rior part or head end of the body a quantity of fluid, as AGC, operating as if almost stagnant,
. Ww
»-
and having two curved concave sides AEG, CFG, along which the middle filaments glide..
This fluid, which is very slowly changed, would, if there were no cohesion or friction, have a
determined ratio to the size of the body, if of similar shape;. as there can be no doubt but that
the figure AEGFC would in every case be similar: But, with the disturbing force of tenacity
in the fluid, a change of form in this otherwise still body must happen.. The friction also, which
produces an effect proportional to the velocity, must likewise alter the ratio; and we may con-
clude that the effect of both these circumstances will be to diminish the quantity of this fluid,
otherwise stagnant, by licking or involving it away externally ; and to this must be ascribed the
well known fact, that it is never perfectly stagnant, but generally has: a whirling motion. We
may also conclude that this fluid at the head of the body will be more incurvated between G
and C, than it would have been independent of tenacity and friction ; and that the arch HI,
astern, will, on the contrary, be less incurvated.. And we may conclude, that there will be
something opposite to pressure, or what may be called abstraction or minus pressure, exerted
on the stern or hinder part of the body. For the stagnant fluid, or dead water astern, HKI,
adheres to the surface HK; and the passing fluid, which flows in the direction of the parallel
lines w x, y x, tends to draw it away both by its tenacity and by its friction. This must, of
course, augment the apparent impulse of the stream on such a body, and it must greatly aug-
ment the resistance, that is, the motion lost by this body in its progress through the fluid: for
the body must drag along with it this stagnating water, and drag it in opposition to the tena-
city and’ friction of the surrounding fluid.. The effect of the dead water, ahead and astern,,
constitutes therefore the greatest part of the resistance of floating bodies..
Hence we find that those bodies which are so formed as to have least of this dead water at
head and stern may be considered as the solids of least resistance ; and that on such a figure or
parallelopiped, whose head and stern ends are square and perpendicular, as in the above figure,
the plus and minus pressures (together) will be greatest, increasing proportionably with. the
112 OF THE MOTION OF FLUIDS. [Boox I.
breadth of the figure, and decreasing in proportion to the length or change of figure, as awl
clearly appear by r reference to the foregoing experiments.
If we contemplate the operation of a stream of fluid upon another figure, as on an ellipsis or
oval, BMKN, we shall perceive that the resistance must be less, because the quantity of
dead water will be less both at head and stern; for, in this case, the deflected filaments form
angles much more obtuse with the direction of the stream than they would, if deflected by the
square surface ABC ; likewise that the stern pressure will be less disturbed and be more equal
in comparison with the other pressures than that of the parallelopiped AHCL. It is obvious,
for instance, that the filament deflected by the point A, of the latter, will be deflected in the
direction AO, while the filament deflected by the outer point b, of the ellipsis, will be deflected
in the direction bm, which more easily unites with the stream, and with the pressure on the after
part of the body.
If there be some distance between the head and stern, the divergency of the filaments which
had been turned aside by the head, is diminished by the time that they come abreast of the
stern, and should turn in behind it. They are therefore more readily made to converge behind
the body, and a more considerable part of the. surrounding pressure remains unexpended, and
therefore presses the water against the stern ; and, it is evident, that this advantage must be so
much the greater as the body is longer, not res ites exceeding a certain length.
This subject might be extended hence to a considerable length *, but it is presumed that the
above examples will be, to the intelligent reader, a sufficient guidance to the application of
the true theoretic principles in all other cases; especially where aided by the Experiments which
have been described. We shall, however, describe some particulars of the beautiful experiments
made by the late celebrated Admiral Sir Charles Knowles, for ascertaining the paths of the
filaments of water in cases of impulsion ; and some other experiments, equally ingenious
and important, made by the Chevalier Buat, and which corroborate the truth of the English
experiments.
1. EXPERIMENTS MADE BY SIR CHARLES KNOWLES.
AT a distance up a stream the Admiral allowed small jets of a coloured fluid, which did
not mix with water, to make part of the stream; and the experiments were made in troughs
with sides and bottom of plate glass. A small taper was placed at a considerable height
above, by which the shadows of the coloured filaments were most distinctly projected on a white
plane held below the trough, so that they were accurately drawn with a pencil.
The still water AGC (see the foregoing figure) lasted for along time before it was re-
newed ; and it seemed to be gradually wasted by abrasion, by the adhesion of the surrounding
* To those who wish to pursue this subject, with mathematical nicety, we recommend a perusal of the Article Resistance,
in the Encyclopedia Britannica.
Cuar., II.) EXPERIMENTS ON THE MOTION OF FLUIDS, &C, 113
water, which gradually licked away the outer parts from G to A and C; and it seemed to
renew itself in the direction BG, opposite to the motion of the stream. There was, however, a
considerable intricacy and eddy in this motion. Some (seemingly superficial) water was con-
tinually, but slowly, flowing outward from the line GB, while other water was seen within
and below it, coming inwards and going backwards.
The coloured lateral filaments were most constant in their form, while the body was the same,
although the velocity was in some cases quadrupled. Any change which this produced seemed
confined to the superficial filaments.
As the filaments were deflected, they were also constipated or thickened ; that is, the curved
parts of the filaments were nearer each other than the parallel straight filaments up the stream ;
and this constipation was more considerable, as the head end was more obtuse and the de-
flexion greater. : :
When the body exposed to the stream was a box of upright sides, flat bottom, and angular
prow, like a wedge, having its edge also upright, the filaments were not all deflected laterally,
as theory would make us expect, but the filaments near the bottom were also deflected down-
wards as well as laterally, and glided along at some distance under the bottora, doping lines
of double curvature.
_ The breadth of the stream that was deflected was much greater than that of the body ; and
the sensible deflection began at a considerable distance up the syne especially in the outer
filaments.
Lastly, the form of the curves was greatly influenced by the proportion between the width
of the trough and that of the body. ‘The curvature was always less when the tecuph was very
wide in proportion to the body.
Great varieties were also observed in the motion or velocity of the filaments. In general
the filaments increased in velocity outwards from the body to a certain small distance, which
was nearly the same in all cases, and then diminished all the way outward. This was ob-
served by inequalities in the colour of the filaments, by which one could be observed to outstrip
another. The retardation of those next the body seemed to proceed from friction, and it’
was imagined that without this the velocity there would always have been greatest.
2. EXPERIMENTS ILLUSTRATIVE OF THE MOTIONS OF RESISTED FLUIDS, BY THE CHEVALIER
DE BUAT,
Ir appears, from some experiments made by a very ingenious French writer, the Chevalier de
Buat, that the resistances of different surfaces, equally immersed, is greater than in the propor-
tion of the breadth. That is to say, a broader plane, when it is not completely immersed, will
be resisted more than a narrower one, equally immersed, by a resistance greater in proportion
than the difference of breadth. For example: we will suppose two planes, A and B, of which
Q
114 EXPERIMENTS ON THE MOTION OF FLUIDS. [Book I.
the lesser (A) shall be one foot square, and the larger (B) two feet broad by one foot deep. Let
these be equally immersed: then will the resistance of B be greater in proportion to its
surface than the resistance of A in proportion to its surface. For, it is evident, that there will
be an accumulation against both; but the elevation against B will be proportionally greater
than that against A, because the lateral escape of the water from the greater surface is more
difficult than that from the lesser, as will appear from the following experiments.
The instrument made use of in these experiments was that represented in the margin. It
consisted of a square brass plate, ABGF, pierced with a great number jy,
of holes, and fixed in front of a shallow box, represented edgewise in
fig. 2. The back of this box was pierced with a hole C, in which was in- 4
serted the tube of glass CDE, bent square at D. ‘This instrument was
exposed to a stream of water, which beat on the brass plate. “The water
having iilled the box through the holes, stood at an equal height in the
=
ove?
glass tube, when the surrounding fluid was stagnant; but, when it was in motion, it ligt
stood in the tube above the level of the smooth water without, and thus indicated the pressure
occasioned by the action of the stream.
When the instrument was not wholly immersed, there was always a considerable accumulation
against the front of the box, and a depression behind it. The water before it was not
stagnant ; indeed it could not be; for, as M. Buat observes, it consists of the water which was
escaping on all sides ; and, therefore, upwards from the middle of the stream, which meets the plate
perpendicularly in C, considerably under the surface. It escapes upwards, and, if the body were
sufficiently immersed, it would escape in this direction almost as easily as laterally. But,
in the present circumstances, it heaps up, till the elevation occasions it to fall off sideways as
fast as it is renewed. When the instrument was immersed more than its semi-diameter under
the surface, the water still rose above the level, and there was a great depression immediately
behind this elevation. In consequence of this difficulty of escaping upwards, the water flows off
laterally ; and, if the horizontal dimensions’ of the surface be great, this lateral efflux becomes
more difficult, and requires a greater accumulation. From this it happens, that the resistance
of broad surfaces, equally immersed, is greater than in the proportion of the breadth.
It was therefore found that the pressure on the centre was much greater than towards the
border; and, in general, the height of the water in the tube DE was more than four thirds, or one
and one third of the height necessary for producing the velocity when only the central hole was
open. Whenvarious holes were opened at different distances from the centre, the height of the water
in DE continually diminished as the hole was nearer the border. At a certain distance from the
border the water at E was level with the surrounding water, so that no pressure was exerted on that
hole. But the most unexpected and remarkable circumstance was, that m great velocities, the
holes at the very border, and even to a small distance from it, not only sustained no pressure,
but even gave out water ; for the water in the tube was lower than the surrounding water.
M. Buat calls this a non-pressure. In a case in which the velocity of the stream was three feet,
and the pressure on the central hole caused the water in the vertical tube to stand thirty-three lines,
or thirty-three twelfths of an inch, above the level of the surrounding smooth water, the action on
Cuap. IT.] OBSERVATIONS ON VESSELS, &c. 115
a hole at the lower corner of the square caused it to stand twelve lines lower than the surrounding
water. ‘The intermediate holes gave every variation of pressure, and the diminution was more
rapid as the holes were nearer the edge; but the law of diminution could not be observed.
This was a new and unexpected circumstance in the action of fluids; yet it will be found
consistent with the genuine principles of hydraulics : for a consideration of the subject will shew,
that if the middle alone were struck with aconsiderable velocity, the water might even rebound,
as is frequently observed. This actual rebounding is here prevented by the surrounding water,
which is moving with the same velocity: but the pressure may be almost annihilated by the
tendency to rebound of the inner filaments. |
Part, (and perhaps a considerable part) of this apparent non-pressure is certainly produced by
the tenacity of the water, which licks off with it the water lying inthe hole. At any rate, this
is an important fact, and gives great value to M. Buat’s experiments.
From the experiments it appeared also that, with respect to the resistance, it is of no less con-
sequence to attend to the form of the hinder part of the ship than to the shape forward. ‘This
truth seems to have been established by the experience of all nations. Nevertheless M. Buat
particularly directed his experiments to the ascertainment of this object, and with success; for
they plainly shew the great importance of due consideration as to the action of the fluid on the
after part of the body.
It is clear, from what has been before advanced, that the whole cise or resistance, which must
be withstood or overcome by the external force, is the sum of the active pressure on the
fore part, of the non-pressure on the hinder part, and the effect of adhesion ; or, in other words,
the sum of the plus and minus pressures and of friction. The experiments of M. Buat shewed
that this does not depend solely on the form of the head, but also on the length of the body, It
appeared by some of the experiments, that the non-pressure on the hinder part was prodigiously
diminished (reduced to one fourth) by making the length of the body triple of the breadth. And
hence it appears, that merely lengthening a ship, without making any change in the form either
of her head end or stern end, will greatly diminish the resistance to her motion through the water;
and this increase of length may be made by continuing the form of the midship frame in several
timbers along the keel, by which the capacity of the ship, and her power of carrying sail, will be
greatly increased, and her other qualities improved, while her speed is augmented,
§ 5, GENERAL OBSERVATIONS ON VESSELS CALCULATED TO SAIL WITH GREAT VELOCITY 3; INCLUDING
: A DESCRIPTION OF THE FLYING PROA OF THE LADRONE ISLANDS.
We have already shewn, from the hydrostatic principles and the experiments described in the
foregoing sections, the figures which are least exposed to the effects arising, simply, from the
resistance and adhesion of the water ; and, from these, we presume, it will be sufficiently apparent
how the heads and sterns of vessels may be formed so as to have the greatest advantage with
116 OBSERVATIONS ON VESSELS, &C, [Book I.
respect to velocity: or, rather; what forms are best calculated for passing through the water with
the greatest celerity. ,
From what has been there premised, and, indeed, from universal experience, it will be evident,
that vessels having but a small draught of water in proportion to their other dimensions, will
pass before the wind with the greatest celerity; because the resistance of the fluid increases more _
in proportion to the depth immersed than to an increase breadthwise in the opposing surface.
Hence, a vessel having a keel thirty feet in length, and drawing five feet water, will have much
less resistance, in proportion, than one drawing ten feet water, and being sixty feet in length;
because the lateral resistance increases, nearly, in proportion to the square of the side, or surface,
presented to the water.
In this case, it is evident, that the desirable quality of holding a wind will be proportionally
less as the vessel is more shallow, and that such vessels will be more leewardly in proportion as
they have less hold of the water.
An increase of length may be proposed as a remedy, in some measure, for this disadvantage,
and some other methods, as we shall shew hereafter ; as well as that a vessel may be built with
avery narrow breadth of floor, and in every respect what is termed sharp, so as to sink con-
siderably lower beneath the line of floatation than if built more flat ; thus it may continue to pre-
sent the same face or quantity of surface to the fluid as a lateral resistance, and consequently
be as little liable to fall to leeward. But its disadvantages will now be, that it will experience
much more resistance, in the first instance, in its passage through the water ; its very contracted
capacity in proportion to its measurement, and the expense of construction ;. its great draught of
water and incapability of sailing where vessels built more flat would be capable of passing ;
with.the extreme danger to which it would be exposed in case of touching the ground, even in
that slight degree which would give no reason for apprehension in a flat floored vessel. ;
Of all the vessels in the world, calculated to move through water with great facility, and at
the same time hold a good wind, the Fryine Proa of the Ladrone Islands is, perhaps, the most
striking example. A description of that vessel may not, therefore, be uninteresting to the reader.
Wé give it here, not only as an object of great curiosity in itself, but because some useful
elementary principles and ideas may be deduced from the invention. We shall therefore con-
sider it in the light of an experimented body, worthy of particular consideration, and describe
it, nearly, in the words of the learned and ingenious Mr. Charnock, in his History of Marine
Architecture.
This very extraordinary boat or canoe, of which the plan is given on the plate marked F, is
the most celebrated of the numerous vessels constructed by the unlettered natives of the southern
hemisphere ; and is supposed ‘to have been in use for several centuries ere they became known
to Europeans. Some of our navigators, who have seen it, beheld its operations and principles.
with an admiration bordering almost upon enthusiasm ; and have described it as an invention
that would do the highest honour to any country I, let its nautical opts skill, and
dexterity, be whatever they might.
The Islands, of which the Flying Proa may, without any impropriety, be termed the pathie:
lie all of them nearly under the same meridian ; a meridian under which the trade winds con-
Cuap. IT.) ot ie DESCRIPTION OF THE FLYING PROA, 117
stantly prevail. ‘This circumstance would, of necessity, render any voyage extremely tedious,
if attempted by a vessel constructed according to the common, or European form; for, the wind,
during the whole of the voyage, being constantly on the beam, would inevitably drive the vessel
so far to leeward, as to-render it impossible for it to reach its point of destination, except by
making long and tedious traverses.
When we examine the uncommon simplicity and ingenuity of its fabric, its contrivance, and
the extraordinary velocity with which it passes through the water, we shall find it equally worthy
of admiration in all these points.
The name of the Flying Proa has been given to this vessel on account of the extraordinary,
and, in some measure, incredible velocity with which it is said, by various observers, on the
positive evidence of their own sight, to pass through the water. ‘“ The Spaniards,” according
to the ingenious author of Commodore Anson’s voyage, “ assert such things of it as must appear
altogether incredible to one who has never seen these vessels move ;’ nor are they the only
people who recount such extraordinary tales of their celerity, for those who shall have the
curiosity to enquire at Portsmouth Dock Yard, about an experiment tried there several years
since, with a very imperfect proa, built at that place, will meet with accounts no less wonder-
ful than those which have been reported by the Spaniards. .“ Nevertheless,” continues the
author, “ by some rude estimations made by us, of the velocity with which they crossed the
horizon at a distance, while we lay at Tinian, I cannot help believing, that, with a brisk trade
wind, they will run nearly twenty miles in the hour, which, though greatly short of what the
Spaniards report, is certainly a degree of velocity that, without the most positive evidence, might
be considered incredible.”
The construction of a Proa is directly opposite to every principle of marine architecture, which,
in other quarters of the Globe, had .been before embraced by the most polished and scientific
nations. It is well known to be a prevalent custom, that the head and stern of a vessel should
bear no resemblance to each other, but that the two sides should be exactly alike. In the Proa,
however, no difference is discernible between the head and stern, but the formation of the sides
is as dissimilar as it is possible to conceive they could be. ‘The cause of this very extraordinary
formation is easily to be discovered. The Proa never puts about, but is intended, and actually
sails with either end foremost, according to the pleasure of the navigators; one and the same
- side being constantly exposed to the wind. This is, according to the custom of other countries,
built rounding, and not very materially varying from the form given by Europeans themselves.
_ The lee side, however, is totally flat, and, owing to the extreme length of the vessel, with its
want of breadth, would immediately overset, but for a contrivance and addition, as curious as
it is useful, which prevent an accident of this disastrous kind. A frame or out-rigger is fixed
on the rounding or weather side, extending some distance over the water; and at its extremity
is fastened a log of wood, fashioned, in some degree, into the form of a boat, which prevents
its falling over to leeward under a pressure of sail, and preserves it from all risk of oversetting,
as it certainly would do, without such addition, from its very contracted breadth.
The hull of the Proa itself, properly so. called, (See Fig. 3. Plate F.) is formed of two
pieces of wood, joined edgeways, and sewed together, according to the custom of the country ;
118 DESCRIPTION OF THE FLYING PROA. [Boox I.
no iron whatever being used in the construction. The bottom, that is to say, the part of it next
the keel, to use the term adopted in European vessels, is about two inches in thickness, and
gradually diminishes as it approaches the gunwale, where it becomes reduced one half, or is,
perhaps, even less than an inch in thickness. The singularity and extraordinary properties
of this vessel cannot fail to render its representation more than commonly interesting; and the
dimensions, as well as form, of each part, will be far more accurately understood by inspection
of the plate than by the most laboured description ; the former of which becomes additionally
curious, as being taken from an actual measurement of the different parts. Figure 1. is a sheer
draught of the Proa, with her sail set, as seen from the leeward ; fig. 2. exhibits the projection
or form of the hull, as viewed from the head, with the outrigger to windward ; fig. 3. is the
horizontal plan of the vessel ; AB representing the lee side ; CD the windward or weather side ;
EFGH the outrigger or balancing frame; KL ,the boat or block of wood attached to it ;
MN and PQ two braces, springing from the head and stern, in order to steady and strengthen
the outrigger ; RS is a thin plank, fixed to windward, in order to prevent the Proa from shipping
water ; it serves-also as a seat for the person who is constantly employed in baling the vessel,
in order to keep it clear from the water which it is constantly shipping. ‘This contrivance serves
likewise, occasionally, to carry such merchandize, or commodities, as the insignificance of the
vessel will permit. I is the centre part of the frame, or outrigger, in which the mast is fixed.
The latter is sustained and strengthened, as seen in figure 2. by the shore CD and the shroud,
as well as by the shroud EF, together with two stays, one of which is visible in fig. 1. marked
CD ; the other is hidden by the intervention of the sail. ‘The sail, whose form is accurately shewn
in fig. 1. is made of matting. The mast, yard, boom, and outrigger, all of bamboo. The
heel of the yard is always laid on one of the sockets marked V. and T. fig. 3. according to the
tack on which the Proa stands, and when the navigators wish to alter it, it is effected in the fol-
lowing simple and artless manner: they bear away a little to bring the stern up m the wind,
when, by trivially easing the haliard, raising the yard, and carrying the heel of it along the lee
side of the Proa, they fix it in the opposite socket. The boom at the same time, by letting fly
the sheet M, and hauling that marked N, represented in fig. 1. is shifted into the contrary situation
to that in which it before stood ; so that what had appeared as the stern of the Proa, immediately
becomes the head, and the Proa is trimmed on the contrary tack. When it is considered ne-
cessary either to reef or furl the sail, it is effected by rolling it round the boom.
These vessels or proas in general carry six or seven men, two of whom are stationed in the
head or stern, and steer it alternately with a paddle, according to the tack on which it is;
the person in the stern being, as might be naturally supposed, the steersman. The remainder
of the crew are employed, either in occasionally baling out the water which is casually shipped,
or trimming the sail. It must be sufficiently obvious, from the description of this vessel, how
peculiarly it is adapted to the navigation of that cluster of islands known by the names of
Ladrones. These bearing N. and S. of each other, and being all within the limits of the
trade wind, the Proas, whose peculiar excellence consists in their sailing nearer to the wind
than any vessels in the known world, are enabled to perform their contracted voyages, and pass
Cuar. II.) | DESCRIPTION OF THE FLYING PROA. 119
from one island to another, as well as back again, by only shifting the sail, as either end will
answer for the head. The advantages they derive from the flatness of their lee side, and their
yery narrow breadth in proportion to their length, materially co-operate in preventing them
from making lee-way ; and such is their swiftness, that some persons have imagined they actually
pass through the fluid with greater velocity than the wind itself does over it. This experiment,
however, owing to the want of a proper apparatus, has never perhaps been sufliciently tried
to warrant a determination as to its truth: notwithstanding the ingenious author of Commodore
Anson’s voyage has had recourse to all the subtlety of argument in the hope of establishing the fact.
« Thus much,” continues the author, “ may suffice as to the description and nature of these
singular vessels; but it must be added, that vessels bearing some obscure resemblance to them
are to be met with in various parts of the East Indies; but none of them appear comparable
with those of the Ladrones, either in respect to construction or celerity: a circumstance which
may, in some measure, induce mankind to believe, that the Proa is the real native and original
invention of the inhabitants of these Islands, and was afterwards imperfectly copied by the in-
habitants of neighbouring countries. For, though the Ladrones have no immediate intercourse
with any other people, yet a considerable number of Islands lie to the South and South West,
which are imagined to extend nearly to the coast of New Guinea.
In the very singular piece of nautical_mechanism just described, may, in great measure,
be discovered the principle of that well known invention, the European lee-board, though pro-
duced by a contrivance not only dissimilar, but almost totally different. The effects, however,
are almost completely the same. The weight of the out-rigger, or second boat, proves so suf-
ficient a stay or balance to the principal, as to prevent it from ever oversetting: while the in-
creased lateral resistance which the clear run of the lee side makes to the water, prevents the
canoe from making that lee-way, the inconvenience of which it would otherwise have to en-
counter, in consequence of the wind being constantly on the beam:
The vessels of the Dutch, and several other northern nations, particularly those intended
for commercial purposes, are so constructed as to be singularly buoyant or floatsome ; con-
sequently as subject to fall to leeward, and liable to other inconveniences, when the wind is
not considerably abaft the beam. Hence the mariners of those nations adopted, in remedy
of the inconvenience, the invention of the lee board; for, this instrument of stability, being
drawn up or let down into the water, at pleasure, according to the tack on which the vessel
may happen to be (one being fitted to each side,) will, from its hold on the water occasioned
by its reaching, when brought into use, considerably lower than the bottom of the vessel, make
that resistance to the impulse of a lateral or side wind, which not only serves to keep the vessel
upright, but also enables it to make head way with infinitely less deflection, from its intended
course, than would inevitably take place, were such addition wanting.
Thus, we see that these inventions, so opposite in their principles, and so totally dissimilar
in every point of action and mechanism from each other, productive of the same specific ad-
vantage ; and we shall hereafter see that there are superior methods of preventing vessels of
small draught of water from falling to leeward, which have, apparently, grown out of these
and other simple inventions.
120 DESCRIPTION OF THE FLYING PROA, [Boox I.
In contemplating the contrivances of the Ladrone Islander, the scientific European may,
perhaps, confess, that the most elaborately given form, regulated by long study and the strictest
philosophical attention, could not have proved more productive of success. The breadth
of the sail below enables it to hold a larger portion of wind than it would be safe to encounter,
did it bear any other form than that which it precisely does; and, were the canoe even destitute
of the out-rigger, the contraction of it aloft proves no small preventative from accident ; while
the simplicity promises the most expeditious mode of reducing it, and totally obviating any of
those misfortunes to which vessels rigged in a more complex manner are not unfrequently liable.
In short, artless ingenuity pervades the whole, and the natural force of the human “mind rises,
in this instance, splendidly triumphant over scholastic science and philosophy *.
In the succeeding Chapter we shall endeavour to elucidate more fully the principles demon-
strated or advanced in the foregoing ; and to shew their more immediate application in the con-
struction of shipping. , ‘eb
* See Charnock’s History of Marine Architecture, Quarto, Vol. 3. .
CHAPTER III.
ON THE FIGURE AND CONSTRUCTION OF SHIPS AND VESSELS IN GENERAL, AND ON THE MEANS
OF GIVING THEM THE MOST DESIRABLE QUALITIES:
WITH REMARKS ON THE DIFFERENT CLASSES OF BRITISH SHIPPING,
§ 1. GENERAL OBSERVATIONS.
WE have seen, in the preceding chapter, the result of a considerable number of experiments,
leading to the fundamental knowledge of those principles that govern the passage of floating
bodies, variously shaped, through the water; and from which we may deduce, generally, the
degree of résistance that a body, of any particular form, is likely to meet with from the fluid.
We are, therefore, furnished with the means of estimating, in general cases, the forms of ships
which are best adapted for sailing with the greatest celerity, so far as they depend upon the
figure of the immersed body.
-As, however, a ship is not merely a vessel of passage, but also a vessel of burthen, and
required, generally, to possess a certain determinate capacity, it becomes -requisite to enquire
- into the means of giving, collectively, all other desirable qualities, as well as that which is par-
ticularly calculated for velocity: this enquiry shall, therefore, be the subject of our present
chapter ; the object of which is, to investigate the principal points of consideration in a ship’s
body, so as to give it such a shape as may best answer the particular purposes for which the
ship is designed.
The subject is attended with some difficulty ; because the properties which every ship ought
to possess are, in a manner, subversive of, or in opposition to, each other. One figure is required
for extraordinary swiftness, another for extraordinary stréngth or capacity; and all are regu-
lated, more or less, by peculiar and local circumstances. The great art, however, in all places
and under all circumstances, consists, in so forming the body, that none of the desired qualities
shall be entirely wanting; giving, at the same time, the advantage or preference to that which
is most required in the principal designation of the vessel. :
In no case, whatever, is consideration, combination, and strength, more necessary than in the
formation and construction of ships; particularly ships of war, wherein strength, celerity, and
convenience, are prime requisites: and, holding in contemplation the construction of such a
R
122 GENERAL OBSERVATIONS ON THE [Boox I.
body, our first object must be, to consider the various purposes that it is intended for, and the
various impediments that it may meet with in the prosecution of those purposes, in order to the
arrangement of its parts and combination of its principles; especially where it be necessary
that contradictory powers shall be blended together, and wherein one principle shall not predo-
minate too much over another.
To guide our judgment aright, as to the degree of perfection which ship-building may have
already attained, let us divide the vessels of all nations into two classes: the first containing
the smallest vessels, used chiefly in the coasting trade and for short voyages; the second com-
prising the largest vessels, adapted for long voyages and the navigating of extensive oceans.
In examination of the first class, we find vessels which different nations make use of, either
for their home trade, or to transport the produce of their country to the neighbouring nations.
But, as the nature of climates, the extent and depth of seas, the position of countries with
respect to those seas, and even to each other, as well as their several productions, are materially
different between nation and nation, so their vessels could not all be of the same species; but
must necessarily be controuled, both in form and rigging, by thosé circumstances. Hence,
therefore, exists, in this very variety, a degree of perfection which adapts them to their several
destinations.
To the circumstances above mentioned are attributable the flat floored vessels of the Dutch
and other northern nations: to the same causes may be ascribed the round or arched stern
generally adopted by those nations. ‘The former, because the shallow depth of water on their
coasts would prevent or impede the ready admission of vessels otherwise construeted into their
ports; and the latter, because that circular form which is given to the stern, is supposed to: ren-
der vessels more capable of resisting the assaults of the waves, occasion them to be more float-
some, and prevent their being buried in the hollow of a cross sea, or Pyne as might be the
case if constructed upon different principles,
To the local circumstances of other climates are, in like manner, to be attributed the sharp
figure of those vessels peculiarly adapted for velocity, &c. as the Proas, the Periaguas, and ca-
noes of various descriptions, made use of by the natives of the southern hemisphere ; of which
the most striking example is seen in the Flying Proa heretofore described: a vessel which stands
as a signal instance how far rude and untutored ingenuity is capable of surmounting those dif
ficulties that might otherwise have been considered as insuperable, except by the most laborious
study and profound mathematical knowledge. These vessels, although, generally, much smaller,
form a direct and striking contrast to the former; but each are best adapted and fitted for those’
seas and countries to which they respectively belong.
To the intermediate regions belong those vessels that combine, in great measure, the pro-
perties of each of the former; and here we see vessels, having the figures both of stem and’
stern modified accordingly. Neither the sharp stem, nor the more bluff or prominent bow,
are in Britain carried to excess; and the advantages of both are here, in great measure, united.
If, nowy we turn our consideration to vessels of the second class, namely, those adapted for
long voyages, &c. we shall observe that, being built for one and the same end, they have a
greater similitude in their principal parts, although built by different nations. Looking to their
‘Cuap. III.) FIGURE OF SHIPS AND VESSELS. 123
principal dimensions, we shall find, that their extreme breadth is between a third or a fourth
of their length; that the smaller of these vessels have greater breadth, with respect to their
length, than the larger vessels; that their draught of water is somewhat more or less than half
their breadth; and that the height above the load-water line has also its general limits, accord-
ing to the destined employment of the vessel. As to what regards the internal fittings-up, ves-
sels of all nations are nearly alike, differing only in things not essential, in which every person
consults his own convenience. Considering their forms, we find them, generally, to have their
extreme breadth a little before the midship frame; that they are narrower abaft than forward ;
that vessels of heavy burthen have fuller bottoms; while vessels intended for expedition have
leaner bottoms, and their stem and stern post have a greater rake; that most vessels draw more
water abaft than forward; &c. With regard to their Rigging, most of them have three masts,
others two, and some only one, depending chiefly on their size. These masts have, nearly,
with respect to the vessel and the manner of rigging, the same dimensions, and are placed in
the same manner: they are also generally rigged in the same fashion, except that they carry
more or less sail, according to the ideas of the rigger. All vessels have their centre of gravity
a little before the midships; and the centre of gravity of the sails is generally before that of
the vessel.
After this general mode have been built all the vessels of European nations intended to navi-
gate the high seas; and, as this has been the result of repeated essays, long experience, and
numerous changes wrought in consequence, we cannet think of passing, very materially, these
general boundaries.
Tue first and principal point, in forming a ship, whether intended for war or commerce, is, that
it shall be a good sea-boat ; or, in other words, that it shall be able to endure, with the least
possible injury, the shock £ the contending elements, winds and waves.
The next object will be, to give the vessel that quality which, consistently with her destined
purposes, will give her swiftness or velocity. Here arises an obstacle to perfection in the for-
mer case: the vessel of greatest draught being best calculated to make her way against adverse
winds; for, having the greatest hold of the water, she is, of course, the least liable to fall to
leeward ; while another, of less draught, is proportionally more buoyant, and so much the better
fitted for services in which particular expedition is required. :
The perfection of every ship, whether intended for war or commerce, may be comprehended
in four words; sTRENGTH, CAPACITY, STABILITY, and swiFTNEss; as the primary quality of safety,
- and the secondary qualities of steering well, working well, rolling and pitching easily, are na-
turally comprised therein.
The strenetu of a ship may be said to be in its a when suflicient solidity is given
to those parts that are subject to receive sudden and violent action, from the impulse of any
force acting upon them; and. when sufficient strength is equally diffused throughout the whole,
so that every weight shall have adequate support, and be equal to the resistance of any strain,
or the operation of any irregular motion.
124 GENERAL OBSERVATIONS ON THE [Book I.
The best methods of imparting a due degree of strength to every part of a ship, will be am-
ply considered hereafter, when treating upon the actual construction.
With respect to STIFFNESS or STABILITY, it may here be observed that, in the construction of
a ship of war, the first point to be attended to is, that she shall be so formed as to carry her
lower tier of guns at a sufficient height from the water, in all weathers; otherwise they may be
rendered useless. For a three-decked ship that cannot open her lower tier of ports upon a wind,
but in smooth water only, may be taken by a seventy-four-gun ship, properly constructed, so as
to keep her lower-deck ports open. ‘The same may be said of a seventy-four-gun ship, not
having sufficient stability ; for she may be as easily taken by a thirty-eight-gun frigate, that can
make use of all her guns; because, it is evident, that the frigate will then be the most formi-
dable. .
Hence we see, that the first thing to be considered in the construction of a ship of war is, to
determine on the height of the gun-deck ports above the water at the lowest place, which is
commonly at @, or the midships. This we find, in line of battle ships, should invariably be .
from five to six feet; in frigates, from six to seven feet; and in sloops, cutters, &c. from four
to five feet *.
And, hence, we have the height of the Line of Floatation, or Load-Water Line, at the mid-
ships, or where the ports are lowest. Then, by determining whether the vessel should float on
an even keel, or draw more water abaft than forward, we determine on the line of floatation,
or load-water line, of a ship of war, with respect to the ports.
Merchant ships are generally constructed to carry a certain cargo, and their principal dimen-
sions are determined according to the trade for which they are particularly designed; therefore
the line of floatation, or load-water line, is not in them so exactly confined to a certain height.
We have already observed, that the qualities required in a ship ought to determine the figure
of her bottom: that a ship of war, therefore, should be able to sail swiftly, and carry her lower
tier of guns sufficiently out of the water. A merchant ship ought not only to contain a large
cargo, but ought also to be fitted so as to be navigated with few hands; and both should have
sufficient stability to enable them to carry a press of sail: they should steer well; drive little to
leeward ; and sustain the shocks of the sea without being violently strained.
The first thing to be established in the draught of a ship is her length; and, as a ship of war,
according to her rate, is furnished with a certain number of guns, which are placed in battery
on her decks, it is necessary that a sufficient distance should be left between their ports to work
the guns with facility, and particularly to leave space enough between the foremost gun and the
stem, and between the aftmost gun and the stern-post, on each side, on account of the arching
or inward curve of the ship towards her extremities.
When the length of a ship is determined, it is usual to fix the breadth by the dimensions of
the midship beam; which are generally regulated according to the experience of the builder,
and the particular services for which the ship is designed. Hence have arisen that variety of
standards, or general rules, adopted by different artists, who have been accordingly divided in
* See folio 1, of the Tables of Dimensions and Scantlings hereafter.
Cuap. III.} FIGURE OF SHIPS AND VESSELS. 125
their opinions with respect to the breadth which ought to be assigned to a ship, relatively with
her length. Those who would diminish the breadth have alledged, and truly, that a narrow
vessel meets with less resistance in passing through the water; 2dly, that by increasing the
length she will drive less to leeward; 3dly, that, according to this principle, the water lines will
be more conveniently formed to divide the fluid ; 4thly, that along and narrow ship will require
less sail to advance swiftly ; that her masts will be lower and her rigging lighter; and, by con-
sequence, the seamen less fatigued with managing the sails, &c.
The reasons given, on the contrary, for enlarging the breadth, appear equally cogent. These
are, 1st, that this form is better fitted to preserve a good battery of guns; 2dly, that there will
be more room to work the guns conveniently ; 3dly, that by carrying more sail the ship will be
enabled to run faster; or, that this quality will at least overbalance*the advantage which the
others have of more easily dividing the fluid: 4thly, that, being broader at the load-water line,
or line of floatation, they will admit of being very narrow on the floor, particularly towards
the extremities; and, 5thly, that a broad vessel will more readily rise upon the waves than a
narrow one, &c.
All these particulars, however true in themselves, individually considered, are accompanied
with their peculiar disadvantages. As, for instance, with reference to the first case, it will be
evident, that, if the bow of a ship be narrow, it must unavoidably pitch deeper than one which
is broader, even with a small degree of impulsion*. This can be remedied only by having its
forebody so formed, that its bearings shall catch the vessel in its descent; or, in other words,
by an increase of breadth or expansion upwards.
It will be necessary, at the same time, that the remaining part of the hull shall be so propor-
tioned, that its effects may not counteract the advantages arising from the figure of the fore-
body: for, if the after part be not, in like manner, supported by proper bearings, it will dip
into the hollow of the sea, and be, so much the more liable to the danger of being pooped than
- if the bow were narrowert. <A vessel so constructed, and possessing length or other requisites
conducing to make her weatherly, may, if close hauled upon a wind, drive along with more
than usual velocity, without dipping or sinking at every wave she meets with; but the great in-
convenience will be, the danger that would inevitably exist both with respect to the masts
and to the vessel. |
On the form of the stern depends the prompt obedience of the vessel to the helm: a proper
medium must, nevertheless, be observed. If too fine and taper, the disadvantages that we have
just noticed will arise; on the contrary, if too full, the vessel will not be under proper com-
mand ; for the vacuum (if it may be so called) created by the passage of the hull through the
water, will, in this case, extend farther than the width of the rudder; and, consequently, de-
prive it of its best force. But, although it is extremely requisite that all fullness in the after-
* The movements of pitching are the most dangerous of any to which a ship is subject ; as they are those which
most fatigue a ship and her masts. It is mostly in one of these motions that masts are seen. to break, particularly when-
the head rises after having pitched.
+ To be pooped, signifies, to decline so much abaft as to dip the upper part of the stern in the sea; or so much as
to permit the sea to break heavily over the stern.
126 GENERAL OBSERVATIONS ON THE [Boox I,
body should be carefully avoided below the line of floatation, yet immediately above it the
quarter should spread out, in order to present a sufficient quantity of support when the ship
rises forward to a sea; and, in order to ’seend without danger of having her stern driven in by
the force of waves that may strike her in that direction. |
The stability, or stiffness, of a ship, is that quality by which, when she receives an impulse
or pressure in a horizontal direction, so as to be inclined in a small degree, the vessel will regain
its former position as the pressure is taken off. This quality, and the want of it, namely, the
propensity of a ship to roll, depends chiefly on the figure of the midship bend.
That the nearer the midship body approaches to a cylindrical shape, the more will the ship
be subject to roll, is a truth which needs no demonstration. It will be equally liable to upset if
the body be too sharp, as we shall hereafter shew; besides the inconveniences of increased
draught of water and smaller stowage. »A vessel having a flat bottom, and perpendicular sides .
below the line of floatation, has the greatest stiffness; but such a vessel would, by not being
sufficiently lively to yield to the sea when it runs high, be liable to have it frequently beating
over her as it would over a rock. A medium, therefore, must be obtained, which shall obviate
these disadvantages respectively.
The propensity to rolling, derived from the form of the midship body, may, in some degree,
be obviated or reduced, particularly in a vessel of large capacity, by the length or peculiar qua-
lities of the fore and after bodies; but the question is, whether the remedy would not be pro-
ductive of much greater inconveniences. ‘The most eligible and perfect points of construction
will be considered hereafter more largely ; but it may be noticed here, that, according to the
opinion of the best judges, in the midship frame generally, the floor should be flat, the upper
futtock straight, and the extreme breadth elevated above the line of floatation. i
The property of stability, as before observed, may, certainly, be considered as the first quality
to be attended to in the formation and construction of a ship; inasmuch as, if that be wanting
to a certam degree, it will be incapable of putting to sea with any degree of safety. Hence,
therefore, the stability of a ship, whether for war or commerce, is the first property to be
attended to; since, for want of it, a ship will imcline too much, or lie over in the water; and,
in case of action, this defect may render, in war, the lower tier of guns entirely useless. -
WITH REGARD TO THE SAILING TRIM OF A VESSEL; it is the decided opinion of the most scien- ~
tific men, that ships or yessels of the larger classes should always be so constructed as to sail
with, or nearly with, an even keel. When constructed so as not to sail on an even keel, they
draw more water abaft than forward, that being found most advantageous both to their sailing
and steerage*. Smaller vessels, in general, draw more water abaft than forward: some, as
* « That vessels will sail best on an even keel, there can, I imagine, be no reason to doubt; but the way, in my
conception, to make them sail on an even keel, is, to contrive them so, as that they shall draw more water abaft than
before. For the effort of the wind on the sails and masts in forcing the vessel forward must have a constant tendency
to depress the fore part of the vessel or keel, and, of course, to make a level’ keel naa to the ‘bows and a keel in-
clining to the stern leyel.”—Gordon on Naval Architecture, 1784.» — de ws.) Lat 5 Dar K i
It may, however, be observed, that the accumulation of saci water at the bow, an in proportion to the plus pres- —
sure, counteract this effect.—Editor.
Cuap. III.] FIGURE OF SHIPS AND VESSELS, 127
Packets, &c. built for dispatch, considerably more so; as may be seen by a reference to folio I.
of the Table of Dimensions and Scantlings hereafter. Cutters have been, commonly, so con-
structed, although the new one, of which we present a draught (plate 19.), is intended to sail
on an even keel. The utility of a vessel’s sailing on an even keel is considerable ; as, by pre-
serving a proper equilibrium, it preserves the trim of stowage, &c. Of such vessels it is to be
particularly observed, that the breadth should be carried well forward; that the body shall dimi-
nish gradually abaft from midships; and, that the water lines forward shall not be inflected or
hollow ; as such are, by no means, adapted for velocity.
If built to draw more water abaft than forward, the main breadth must be raised abaft ;
which, consequently, will make the after body the cleaner, and so permit it to decline deeper
into the water.
‘The reasons given for constructing vessels of the smaller classes, so as to draw more water:
abaft than forward, seem, however, relatively to satling, to have been justified by experience.
These are, that the bow of a vessel of this description, which meets the fluid in a more slanting
instead of a more perpendicular direction, experiences by far the less resistance. ‘The stem of
a barge, being of the description here mentioned, causes it, as it were, to slide through the
water, and increases the facility of the passage considerably more than if its form were more
like that of a sloop. So, in this case, the resistance against the bow itself is comparatively
trivial; for if, like the barge, it be made to slide, as it were, along the water, it will suffer the
greater part of the keel to pass through the fluid almost without opposition. The stern, if very
fine or taper, necessarily contributes to make the vessel weatherly; and causes it, under judi-
cious management, to turn, as it were, on a pivot. For this reason, the bow of a Cutter is
frequently more full than might otherwise be thought proper for a swift-sailing vessel: nor would
it answer so well were the line of floatation nearly parallel to the keel; but, spreading as it does
aloft, especially towards the bow, whilst the plus pressure is reduced by the trim, the depression
of the stern with the impulse of the aftermost sails, cause a proper counterbalance, and propel
the vessel through the water with greater velocity than if otherwise constructed. .
THE PRINCIPAL POINTS or requisites which are essential to the perfection of every vessel, are,
that she shall be easy at sea; that is, go smoothly and easily through the water; rising to the
sea when it runs high, and she under her courses, or lying to under a main sail; otherwise she
will be in great danger of having her masts carried away ; that she shall be stiff under sail, so
as neither to pitch nor roll, and be able to carry a good sail, so as to double a cape, or get off
from a lee-shore, with facility: that she shall steer well; and, with the utmost promptitude,
answer to the least motion of her helm in all situations. cage) | fait
A ship should, also, not only sail well before the wind, when large, but, particularly, when
close hauled, to keep a good wind, and not be leewardly, or fall off to leeward.
To unite, in perfection, and in one ship, all these desirable qualities, some of which are sub-
versive of others, is impossible. We must therefore be satisfied if we gain that one in an emi-
nent degree which forms the main point of the design; and, with obtaining so much of the
‘others as may be practicable, consistently therewith: in order to effect which, it becomes neces-
128 DEFINITIONS AND EXPLANATORY REMARKS [Boox I.
sary to enquire, what form will give a ship any one of these qualities, considering it as abstracted
from all the rest ; and this we shall consider in the following order :
1. Definitions: and explanatory remarks on the motion of vessels.
. Of imparting sufficient ‘stability or stiffness.
. To form a ship so as to steer well and quickly answer her helm.
. To form a ship with such capacity as to carry her guns well above the water.
. Of the form best adapted to go smoothly. .
On the form best calculated to hold'a good wind, &e,,
7. General observations on the whole of the particulars above ind sinh ice and on the propor-
tioning of ships’ bodies,
Do & &
§ 2. DEFINITIONS AND EXPLANATORY REMARKS ON THE MOTION OF VESSELS, &c. r
The Centre of Gravity of a ship, as we haye already defined it*, is that point by which it
may be suspended, and the parts remain in perfect equilibrium. It is, also, the centre of all
the forces, or momenta, which press it vertically, or directly, downwards, towards the centre
of the earth. :
The Centre of Cavity or Disptacement, is the centre of gravity of the hollow, or of that
part of a ship’s body which is immersed in the water; aud, also, the centre of all the vertical
force that the water exerts to support the vessel, or to raise it directly upwards. As this centre
depends upon the shape of the body immersed, it of course varies with every inclination a
the ship.
The Mera Centre, is that. point above which the centre of gravity must by no means be
placed; because, if it were, the vessel would overset. ‘This centre, which has likewise been
called the suirTine ceNnTRE, depends’ upon the situation of the centre of cavity; for it is that
point where a vertical line drawn from the centre of cavity cuts a line passing through the cen-
tre of gravity, and being perpendicular to the keel.
The Centre of Motion, is that point upon which a vessel oscillates or rolls when put in mo-
tion. ‘This centre is always in a line with the water’s edge when the centre of gravity is even
with, or below the surface of the water; but, whenever the centre of gravity is above the water’s
surface, the centre of gravity is then the centre of motion. This must be understood of bodies
not perfectly circular; for, if circular and homogeneous, the centre of motion will be the centre
of the circle. .
The Live of Support, is the vertical or perpendicular line, supposed to pass through the cen-
tre of cavity, and intersecting a line drawn perpendicularly to the keel of the vessel, through
the point called the Mera Centre.
The Loneirupinau Axis of a vessel is an imaginary line which passes horizontally from head
to stern through the centre of gravity.
* See the article Centre of Gravity, &c. in Chapter I. of this Book.
Cuap. III.) RELATIVE TO THE MOTION OF VESSELS. 129
The Verricat Axts, is an imaginary perpendicular line, drawn through the centre of gravity,
when the vessel is in equilibrio.
The Transverse Axis, is an imaginary horizontal tine, passing breadthwise from side to side,
through the centre of gravity.
It is about these axes that every vessel in motion may be supposed to turn. In rolling, she
may be supposed to oscillate on the longitudinal axis ; in pitching, on the transverse aris 5
and in working, &c. to turn on her vertical axis.
In illustration of these definitions, let the segment of a
circle 1 2 3 represent the midship section of a vessel’s
bottom; W L the line of floatation; M, the meta-centre,
as well as the centre of motion, because this is a circle ;
C, the centre of cavity; G, the centre of gravity; and
the line 2 4, the vertical axis of the vessel, which may be
turned round the point M, as on a fulcrum, supported by
the centre of cavity. By thus simply considering the ves-
sel as a lever in the direction of her vertical axis, playing
round her centre of motion, it is plain that, if the centre of gravity was placed above the point M,
being the meta-centre too, the vessel would upset; therefore, that the ship may have stability,
the centre of gravity must be below this point. And it may be observed, that the farther G is
removed from the meta-centre, the greater must be its force, as the gravity then acts with a
greater length of lever, considering the fulcrum of that lever to be at the centre of motion;
or, if the weight at G be augmented, it will likewise increase the force; therefore the force of
G may be expressed by multiplying the balance of weight, beneath the centre of motion, by
the distance of the centre of gravity from the centre of motion.
The centres of cavity and motion (in circular bodies) will ever be in a line perpendicular to
the horizon, but the centre of gravity may be either on one side or the other of this line.
When such a body is at rest, the centre of gravity will be in this line; but, if in motion, it
will be diverted from it. Thus the points M and C will always be perpendicular to W L; but
the point G, by the body’s rolling, may be on either side; for instance, at g. While G is per-
pendicularly beneath the centre of motion, its action can only tend to preserve this circular
body in her erect position ; if it be removed to either side, as to g, its action is to return it to
the erect position ; and this action increases as the distance Gg, which is the sine of the angle
of roll g MG, the distance M G being considered as the radius. Thus, to gain the force of
gravity with any roll, as g MG, let the balance of weight beneath the centre of motion be
multiplied by the sine of the angle of roll G g.
But the tendency to roll may be also diminished by the shape of the hull. For, let us sup-
pose that the section be allowed more beam and increased by the dotted lines. Now, when
this vessel is rolled over, it is plain that the cavity will be augmented towards the side L, of
course its centre must remove towards L, say to c; and, if from c be erected a perpendicular
to the horizon, it will cut the vertical axis at n, which will, in this case, be the meta-centre ;
S
130 DEFINITIONS AND EXPLANATORY REMARKS [Boo I.
above which, if the centre of gravity were placed, the vessel would oyerset: but, as the centre
of gravity is here below it at g, her stability will be increased by the increased distance of G
from n, the meta-centre; and the vessel will oscillate on the point M as her centre of motion.
In order to judge of the state of equilibrium in a vessel at rest, let us take into consideration
all the forces which act upon it: and, first, of the weight by which it is pressed downwards in
the direction of the vertical axis. This force, as is evident, must be counterbalanced by all the
efforts which the water exerts upon: the surface of the immersed part. For, as the vessel occu-
pies a hollow, or cavity, in the water, the quantity of water displaced must be equal in Weight
to the weight of the body, otherwise they could not be in equilibrio*.
Hence, therefore, is the first great principle upon which is founded the theory of the floating
of bodies that swim upon the water: which is, that the immersed part must always be equal in
volume to a mass of water of the same weight as that of the vessel; and, by which we deter-
mine the true weight of a vessel, by measuring the volume of its immersed part in the water.
From what has been said, the whole weight of the ship may be considered as united in its
centre of gravity ; so that, if it were suspended by a line fastened to this centre, the line would
hang in a perpendicular position, as directed through the centre of gravity to the centre of the
earth. A body which floats in a fluid is not, however, supported by its centre of gravity, but
by the compression or vertical force of the surrounding water; and the centre of its support is
the Centre of Cavity.
Now, as heavy bodies endeavour, by their gravity, to approach the centre of the earth, in a
vertical line passing through their centres; so the pressure of fluids endeavours to carry bodies in
a vertical, tending from the centre of the earth towards their surface. Therefore, in any submerged
body at rest, these two opposite forces coincide in the same vertical, acting in a direction aa
contrary to one another.
From the principles which have been explained, it results, that the stability or trim of a ship
depends, chiefly, upon her construction, as considering the bottom to be homogeneous. This,
however, can only happen when her cargo consists of the same materials throughout, as with
corn, salt, or any species stowed in bulk, and when her hold is entirely filled. / For, if a’ship
has not suflicient breadth to resist the effort of the wind upon her sails; or, if she is built too
high, or too sharp in the floor, her centre of gravity will be too high, and she will be crank, or
apt to overturn.
For the elucidation of these principles let us attend to the following plain and evident pro-
positions. "
PROPOSITION I. Every floating body is necessarily supported, or pressed upwards, by the
fluid, with a force equal to its weight or pressure downwards; otherwise no body could remain at
rest on a fluid,. but would ascend or descend as the prevailing force determined.
* Seé the article Sprciric Gravity, in the First Chapter, and the Hydrostatic Propositions, in the Second Chapter,
of this Book.
ees
Cuar. HI.] RELATIVE TO THE MOTION OF VESSELS. 13
PROPOSITION II. The momenta of all the forces with which a floating body presses on ~
a fluid, and the momenta of the forces of the fluid which supports the floating body, are equal
and contrary, and are resolved into the same right line perpendicular
to the plane of the fluid. For, let the upright rectangle AB repre-
sent a floating body ; it is plain that the centre of gravity is somewhere
in the line CD *; but the centre of gravity is the pomt through which
all the momenta of the forces of the body press on the fluid ; and, if the ea
momenta of the forces of the fluid were not in the line CD, but to the == 4 ;
right or left of it the body would incline, which it does not ; there- bse
iE
i
a
fore, the pressures of the centres of gravity and support are resolved __
into the perpendicular CD. D
PROPOSITION III. Every floating body displaces a quantity of the fluid which supports
it equal in weight to the floating body (by Proposition I;) and that part of the body which is
immersed in the fluid represents the figure and quantity of displaced fluid; and the centre of gravity
of the immersed body, supposed homogeneous, is the point through which the line of support to
-the floating body passes. ¢
Let the rectangle AB represent a floating body inclined ; by
removing its centre of gravity from the perpendicular CD, the
triangle EFG represents the figure and quantity of the displaced
fluid; H is the centre of cavity or centre of gravity of thetriangle. —_, oS
We say the line of support must necessarily pass through the point — a
H, for otherwise the centre of gravity and support would not be = ——=
in the same perpendicular right line HI, contrary to Propo- — ————
sition II; -
D
PROPOSITION IV. If a floating body be inclined by any power which does not change
the position of its centre of gravity, the line of support must necessarily pass between that
power and the centre of gravity ; and the force or momentum of that power is equal to the
weight of the floating body multiplied into the distance of its centre of gravity from the line
of support.
C
Let the rectangle AB represent a floating body inclined by
the power C, without altering its centre of gravity D. We.say the
line of support EF must pass between D and C, and that the mo-
mentum of C, or its force multiplied into its distance C E, is equal
to the momentum of D, or the weight of the floating body multi- —
plied into its distance DE. 7
* See Chapter II. of Book II. on finding the Centre of Gravity, &c.
132 _ DEFINITIONS AND EXPLANATORY REMARKS Boox I]
If the line of support FE does not pass between C and D, it must pass at either side. If it
passes to the right of D, the: body will overset ; as the power C, and the gravity D are, on the
same side, operating to incline it. If it passes to the left of C, the body will be rightened, as
the power and weight operate to that effect ; and, if the momenta of the power and gravity
be not equal, the body will not remain at rest, but will incline more or less, as the power or
weight prevail. .
Corotiary. It is plain that DG, or the distance from the centre of gravity to the lme of
support, multiplied into the weight of the body, is the measure of the stability of the body, or
of its effort to righten itself when heeled, and that its stability is at that distance.
The point E is the place to which, if the centre of gravity of the floating body was raised,
the inclination would be the same as with the power C, the centre of gravity remaining at D,
and that point is meta-centre ; but the meta-centre usually signifies a point to which, if the centre
of gravity of a floating body be raised, the smallest lateral effort will make it incline.
Thus, 'in a homogeneous cylinder AB, or sphere, the meta-centre
and centre of gravity being always in the same point C, however |
the bodies are inclined, these bodies will have no stability. | ALD)
PROPOSITION V. The centre of gravity and line of support are _ foe fare
separated, either by removing the line of support from the centre of 2 4 \ =
gravity ; or, by removing the centre of gravity from the line of support ; | . _——=
or, by removing both the line of support and centre of gravity from
the right line they were in before the floating body was inclined.
Case I. Let AB represent a floating body ; its centre of gravity C
in the line of floatation; the line of support DE passes through
the point C, whilst the body is upright (by Proposition II. ;) now i
incline the body with the power F; the centre of gravity remains =< NS
at C, but (by Proposition III.) the line of support ED passes through
G the centre of cavity, or centre of gravity of the immersed part of the
body, supposed homogeneous; or, which is the same thing, of the dis-
placed fluid HIK. ie
Case Il. Let AB represent a floating body left to itself, its centre
of gravity C, is in the line of support DE (by Proposition II. ;) now in- /\>
cline the body with the power F, the centre of gravity C is removed wk
from the line of support DE, which continues as before ; the im-
mersed body GH, not being changed in figure by the inclina-
tion.
:
Maar. IIT.) ’ RELATIVE TO THE MOTION OF VESSELS. 133
Case II. Let AB represent an inclined floating body ; its
centre of gravity, Cor e, either above or below the line of floatation :
the line of support passes through D, and the centre of gravity
of the body to e or C, out of the line EF’, which they were in
before the body inclined.
Corottary. It is plain, by inspecting the last figure, that the
lower the centre of gravity is placed, the farther it is from the line of 2=
support, and consequently the greater will be the stability.
Tuese three cases contain every variety of the principles of stability in floating bodies ; for it
is plain, that a floating body derives its stability either from its line of support, as in Case I,
where the gravity is negative; or from its gravity, as in Case IJ, where the line of support
is negative ; or, as in Case III, where the line of support is positive, and the gravity positive
or negative, as above or below the line of floatation.
From what has been advanced it will be clear, that the centre of gravity of a ship, has, in com-
mon with other bodies, a tendency towards the centre of the earth, whether on shore or afloat ;
and will descend, if it be not prevented from falling by the base or bottom that spreads without this
point to support it. For, whenever a ship is laid on shore, and heels so much that the centre
_ of gravity overhangs that part of a ship’s bilge, upon the ground, that ought to support it, the
_ ship will surely tumble over. And, when a ship is afloat, if ever she heels so much, that the
centre of gravity goes farther over to one side than the centre of cavity, or the middle of
| the bearing part of the ship’s body immersed in the water, the ship will overset: but, whilst
_ the centre of cavity goes faster and farther over to the ship’s side, in her motions, so as to
keep without the perpendicnlar of the centre of gravity, in the manner that we have described,
the ship will be supported; and the water will act upon the centre of cavity in the immersed
body, with more or less power, in proportion to its distance without the centre of gravity,
to bring the ship upright, when the acting force or power ceases, which occasioned the vessel
to heel or turn. ‘The comparative stability of different ships may be known by heaving
them down ; for it will be found that those which are low and broad will require so great a
power, to heaye them down, as to endanger the mast, (the lever, on which the strain lies,)
owing to the position of the line of support, (the prop on which the vessel turns ;) which will
be proportionably without the centre of gravity. But, in vessels built high and narrow, the
centre of gravity soon overhangs the centre of cavity, so that it becomes necessary to apply
tackles, &c. to ease her down and prevent overseitting *.
* For some ingenious observations on this subject, and an account of some experiments relative to the centre of motion,
&e. See Hutchinson on Naval Architecture and Seamanship, page 63, &c.
134 OF THE STABILITY OR STIFFNESS OF SilIPs, &C. {Boox I,
§ 3. OF THE STABILITY OR STIFFNESS OF SHIPS, &C,
Tur stability or stiffness of vessels, by which they are enabled to carry a sufficient quantity
of sail, without danger or inconvenience, is no less essential to the safety of navigation than
capacity: for, without it, a ship is totally disqualified for the purposes of war; in particular,
by being unable to use her guns with effect, or carry a press of sail in case ofemergency. This
defect has not been uncommon in ships of war, an instance of which we shall give hereafter,
although the means of prevention are as well ascertained, and as clearly demonstrable, as those
which regulate capacity.
Although the wind may, in one sense, be said to constitute the power by which ships are
moved forward in the sea, yet, if it acts on a vessel deficient in stability, the effect will be to
incline the ship from the upright, rather than to propel it forward : stability is therefore not
less necessary than the impulses of the wind are to the progressive motion of vessels.
From constantly observing that the performance of vessels at sea depends materially on their
stability, both navigators and naval architects must, at all times, be desirous of discovering
in what particular circumstances of construction this property consists, and according to what
laws the stability is affected by any varieties that may be given to their forms, dimensions,
and disposition of contents; which are determined, partly according to the skill and judgment
of the constructor, and partly, as we shall shew, by adjustments after the vessel has been
set afloat. <a
OF THE FORMS BEST ADAPTED FOR STABILITY.—It may be observed that, the
forms given. to the midship-bend of ships are always comprehended between the figure of a
rectangle and that of a triangle; no ship being so full as the rectangle, nor so sharp as the
triangle. Experiments, therefore, on the stability of these and the included figures would
produce results by means of which the comparative stability of various forms may be
estimated.
With this view, such experiments have been made by Charles Gore, Esq. of Weimar, whose
name we have already had occasion respectfully to mention. This gentleman caused the four
bodies to be made which are represented in the plate marked G. Of these bodies the specific
gravity and capacity were precisely equal, although the forms differed extremely. Their
materials were in quality the same, and they were balanced in such a manner as to be turned
on their respective centres of gravity when afloat, by application of a small power, or
weight. .
This weight was fastened to a line whose end was made fast to the top of a stick, erected
by way of mast in the centre of each body, and passed over a pulley in an opposite stantion
which worked in a groove to admit of depression so as to be horizontal with the head of the
mast when the figures became heeled or inclined. Thus, the power being always horizontally
applied, was similar in effect, to the force of the wind. To keep the figures stationary, or
counteract the inclination which the weight, as applied on the opposite side, had to draw the
Cuap. II.) OF THE STABILITY OR STIFFNESS OF SHIPS, &C. 135
figures over, two fine lines were fastened to pivots driven into the ends of each figure at the
centre of the line of floatation, and then fastened to hooks projecting from the sides of the
cistern.
The results of the experiments were as exhibited on the engraving. ‘The respective figures
exceeded each other in stability as they stand numbered on the plate. But, it is to be observed,
that, although figure 1 exceeded figure 2 in stability until the weights applied amounted to
about thirteen pounds and a half, the excess with more than that weight was with figure 2.
That figure 3 was, with every weight inferior in stability to figures 1 and 2; and figure 4 was,
with every weight, inferior to all the others. Hence, it appears, that the form ofa midship body,
best adapted for stability only, is a rectangular or flat bottom with perpendicular sides ; and,
the next best adapted is a semi-circle with topsides perpendicular. But, as there exists much.
difficulty in constructing the rectangle with sufficient strength, besides its being very ill adapted
to heavy seas; as, by the sudden descent in pitching, the bottom will strike the water at right-
angles nearly, and sustain thereby a violent shock; besides that it would be leewardly under
little sail. The semi-circle, or figure 2, would not only be inclinable to roll much, but would
be deficient in capacity for many services. We may therefore recommend a midship body
constructed in a form between the two as most applicable for ships in general; but, a midship
body approaching more towards figure 3 or 4, would have the greatest advantage in point of
velocity, and a greater length and breadth at the line of floatation might give even them
sufficient stability.
To prove the degree of inclination that the windward side of these figures-had, by suddenly
cutting the line that suspended the weight when the figures were at their utmost inclination,
with the top of the side to leeward as represented, and as even with the surface of the water,
it was found that the inclination or roll was nearly in an inverse ratio to the stability, as the
windward side of figure 1 heeled 29 degrees ; figure 2, 33 degrees; figure $, 27 degrees; and,
figure 4, 23 degrees and a half. 3
VESSELS which have a sufficient degree of stability, arismg from their construction, will
certainly sail faster than others, which, in order to carry the same quantity of sail, require to
be ballasted with a much greater weight ; for the latter, so ballasted, will be much more liable
to roll than the former.
A vessel that is broad and shallow has much more stiffness than one that is narrow and deep ;
and an increase of breadth will produce an increase of stability: but the expense of construc-
tion would also be materially increased, according to the usual mode of computation *, and
the sailing of the ship may be retarded, as she certainly would be leewardly even under little
sail, which ought to be particularly guarded against, especially in constructing large ships
of war.
* The method in use to cast the tonnage, by multiplying the length of the keel by the extreme breadth, and the pro-
duct by half the breadth, and dividing by 94, is very detrimental to that principle of construction which promises
velocity ; as the ship which is narrowest above, and widest and deepest below, will measure least in proportion to her
real capacity, the reverse of which is necessary for fast sailing. For the most correct methods of finding the tonnage,
see the Second Chapter of the following Book,
136 OF THE STABILITY OR STIFFNESS OF SHIPS, &C. [Boox I.
To increase the depth or draught of water, would lower the centre of gravity and. increase
the weight: this would operate against velocity, because the resistance is as the quantity of
water to be removed ; or, nearly, as the area of a thwartship section of the immersed part of
the body at the midship bend. It would, at the same time, render the immersed body of a
figure less proper to separate the line of support from the centre of gravity, so that the effect on
one side would be in some measure destroyed on the other; and, by lowering the centre of
gravity too much, the*ship would labour excessively, and too large a er of water is both
dangerous and inexpedient.
But, by adding to the length the stability will be increased, the centre of gravity lowered if
necessary, the form rendered at once fitter for separating the line of support from the centre of
gravity, and finding less resistance from the fluid, espemaly when sailing on a wind, a case of
the utmost importance.
Yet, although an increase of length would enable a vessel to carry the most sail, and sail the
fastest, it must not be carried to an extreme; because, if so constructed, a vessel would neither
tack nor veer so quickly ; neither would she lift or rise in a sea like a shorter vessel ; she would
strain more, and be very liable. to have the sea break over her. The influence of the rudder may
be weakened and may even be totally lost. The greatest judgment is, therefore, required in
proportioning the length, which may be proportionally greater in those vessels that generally
navigate in the smoother seas, or are not intended to be deeply laden.
It is a well known fact that French ships have, in general, exceeded those of Britain in length,
and have, in consequence, been excellent ships at sea, in point of sailing and stability,
In order, therefore, to construct a ship that shall be stiff under sail, or, in other words, have
sufficient stability, we must determine to have a flat floor and sufficient length ; the lower fut-
tock pretty full; the upper futtock nearly straight ; and breadth ‘thrown out aloft to carry the
main breadth pretty high; upper works as light and as low as possible; and so constructed as
to-keep the centre of gravity low. But, in ships of war, the centre of gravity can never be far
removed from the load-water line, for could it be placed lower it is not to be desired ; as the
farther it is removed from the load-water line the motion of the ship become uneasy. The form
of the immersed body and the weight of the ship are the chief terms in the composition of
stability ; and they are only to be attained in the requisite degree by full dimensions near the
load water line with sufficient capacity. To prove this we shall relate an account of two experi-
ments and then conclude this section.
As there is nothing of more importance to the well-being of a ship than its stability, the
greatest attention must be given, m the construction, to the finding of the exact distance, be-
tween the meta-centre and centre of gravity, that every ship requires according to her form ;
the maximum of which is, that the ship shall not, by the length of lever, either become too
stiff or be subject to sudden motion or rolling; nor, on the other hand, from the lever’s being ~
too short, that the vessel shall not be able to carry sail. ‘To ascertain where the precise point
is, would generally require much calculation. .
Here it may be proper to notice, that the stability of many ships, however perfect in con-
struction, may be materially injured by improper trim or an injudicious mode of stowage ;_
Cuap. III.) OF THE STABILITY OR STIFFNESS OF SHIPS, &C. 137
although, on the contrary, defects in the construction can be seldom rectified, to any consider-
able degree, by the stowage. To illustrate this point as clearly as possible, let us, in the first
place, suppose a vessel, of the most correct construction and possessed of great stability, have
the whole of her bottom filled with commodities, of the lightest nature, as high as her extreme
breadth ; let her then receive as much lead, or other heavy matter, on board, as will bring her
down to her load water mark. Ifthe vessel were sent to sea in this condition, it would be next
to a miracle when compelled to sail upon a wind, if she did not overset ; but, if the cargo were
transposed, the same vessel might stand unrivalled in that very point wherein her deficiency had
before appeared so conspicuous *.
Let the midship section, figure 2, in plate H, be referred to in elucidation of this case. If
the centre of gravity be placed at D, it will enable the vessel to preserve a situation completely
upright, notwithstanding a resistance against the side FQ. But, if the centre of gravity be
raised too high, as to E, the resistance on the same side, F Q, acts in conjunction with the
wind, and contributes with all its force to raise the windward side FQ out of its natural
position ; thus the vessel becomes crank and unsafe. A proper medium must therefore be ob-
served ; for, if the centre of gravity be raised too high, the vessel, as already shewn, will be dis-
abled from carrying sail ; and, if placed too low, or too near the extremities either of
head or stern, the ship will acquire too sudden a motion, which will not only, cause her
to roll but create other impediments. By giving, in the latter case, too great a momentum
* So extremely unacquainted with this point, or so inconsiderate relating to it, were even experienced seamen, a few
years since, that a French vessel, captured in 1779, and considered as one of the finest forms ever seen at that time, and
against which no objection, either from theory or experience was adduced, except that of being rather too short, was
purchased by some merchants, taken immediately into dock, and lengthened. The vessel was then laden, under the
inspection and direction of the master, for a West India Voyage; the cargo was precisely of the description above
given, and as injudiciously arranged. ‘The consequence was, that the ship, having proceeded to sea on a fine calm
day, without any apprehension being entertained of the consequences, was. overtaken by a gale of wind within a very
few hours, and yery narrowly escaped oversetting. Having made for the first port, the master, under the first paroxysms
of fear, was on the point of protesting against the vessel as unfit for sea, and probably would have done it, had not a
person, possessing greater sagacity, been informed of the circumstance, and advised the transposition of the cargo. The
effect was considered as almost magical, and the master put to sea in perfect confidence, though somewhat ashamed of
his former absurdity.
Another instance of the importance of correct trim, with which we have been made acquainted is, that, in or about the
year abovementioned, 1779, a British frigate of 38 guns, and one of the first vessels built in England of that enlarged and
superior class, was constructed according to a form which was considered by the best judges as likely to be conducive to
velocity as well as to stability. The vessel, however, when launched and fitted for sea, was found by no means to answer
the expectations of her constructor ; and she remained in this state of disgrace for some weeks, until, after a variety of
ineffectual experiments had been tried, it was discovered, perhaps accidentally, that the simple operation of running
the two bow guns completely aft, entirely effected the desired purpose, and enabled the frigate to sail as well as any,
and superior to many, of her own class, which were then in the service. As so trivial a variation in the water line, or
rather, in the disposition of the weight with which a vessel is loaded, can effect so material an alteration, it seems reason-
able to infer that, in other instances, wherein the judgment of the architect has been impeached, the charge may have
been hastily and unfairly made. (Charnock’s History of Marine Architecture.)
T
138 OF THE STABILITY OR STIFFNESS OF SHIPS, &C. [Book I.
or weight to the head or stern the’ vessel will be apt to pitch, and therefore subject to the most
dangerous movements *
We have now to shavti in the second place, that defects in the construction can seldom be
rectified by stowage ; and that, therefore, a prevailing opinion among naval officers and others,
namely, that the stability depends chiefly, on the stowage of the hold, is not well founded. In
order to shew that a very great change in that respect will sometimes produce but a very trifling
difference in the stability, we shall quote a professional author of merit, M. de Romme, in his
book, L’ Art de la Marine +, page 105. “ As to the position of the centre of gravity, no
doubt but it may vary, yet the limits to which it is confined are very straight, especially in ships
of war, a recent example of which was seen in the Scipio of 74 guns, armed for the first time
in 1779, and hardly in the Road before she was suspected of instability. It was important, in
* The ingenious Mr. Falconer, in his Marine Dictionary, has observed, that, “ the stiffness of a ship, or quality to
carry sail without danger of overturning, depends very much on the stowage of the hold ; and that, if the centre of gravity
be lowered, her stability will be increased in proportion. It is, he observes, a general maxim among mariners,
that a ship will not carry sufficient sail till she is laden so deep that the surface of the water may glance on her extreme
breadth amidships. She must therefore have a gent deal of w eight, as ballast, &c. to bring her to this situation, which
is called a good sailing trim.
* Several circumstances are also to be particularly considered with regard to the quality, weight, and stowage, oF the
ballast. The centre of gravity being placed too high, will render the ship incapable of carrying a sufficient quantity of
sail; and, by having it too low, she will be in danger of rolling away her masts. When it is placed too far forward, the
ship will pitch and labour heavily ; and, when too far aft, she will occasionally be exposed to fhe dangerous circumstance
of a pooping sea, &c.”
+ In noticing here the work of M. de Romme, it may not be improper to observe that the efforts and cmanicie of
this gentleman, with respect to the theory of ship-building, have not, invariably, been attended with success. M. de
Romme made a number of experiments in the port of Rochefort, with bodies measuring thirteen or fourteen feet in
length, and five in breadth, from which he inferred that he had established the following facts.
«« 1. That, ina floating body, an arc experiences the same degree of resistance as the chord ; and that, consequently,
a spherical surface is resisted with the same force as a perpendicular plane.
«2. That, having made two vessels, the one an exact model (in the proportion of one to ¢welve) of a 74 gun ship, and
the other with the same midship-bend, stem, and stern-post, as a 74 gun ship, but with water lines straight instead of
curved ; he found that these two bodies, notwithstanding the enormous difference of their capacities, experienced
the same degree of resistance. M. de Romme likewise supposed, that he had discovered, that the body advanced with
the same celerity when drawn by the head as when drawn by the stern; of course, that it was indifferent which end
moved foremost, &c.”
“ But what seemed to prove beyond all doubt that the particular form of the bow facilitates little, if at all, the dividing
of the fluid, was, that having cut the two medels in half, and joined the head of the one to the after part of the other,
and vice versa, these two irregular bodies appeared to experience the same degree of resistance when drawn by the head
as when drawn by the stern.”
Let these experiments, which have been productive of some false science, be compared with those of the Society
for the Improvement of Naval Architecture. Their inaccuracy will then be too palpable to need a comment. They
are, however, useful, as they tend to shew the essential necessity of the most strict investigation in experiments of this
nature ; and, as they may caution others, who, like M.de Romme, may be diligent enquirers after truth, to avoid the.
errors into which he has been led, by an incorrect process. They tend to shew, at the same time, the great yalue of
the English experiments.
Cuap. III.} OF THE STABILITY OR STIFFNESS OF SHIPS, &C. 139
time of war, to clear up these doubts, and to make the necessary experiments to prove this
dangerous defect, if it existed. First the lower deck guns were run out on one side, while housed
on the other, which heeled the ship thirteen inches: the ship’s company were then ordered to
their quarters at the side on which the guns were out, and this addition of weight increased
the inclination to twenty-four inches. After these essays the sails were set, and, in fine weather,
the ship was found so crank as to render the use of the lower deck guns difficult and dangerous :
her instability being thus proved, she was ordered into port to be remedied.
«© Opinions varied as to the cause of the defect ; some persons imagined it to proceed from the
form of the hull, others from the ill arrangement of her stowage. ‘The first Engineer was or-
dered to attend at Rochefort, and direct the choice of measures to give the Scipio, as well as
two other ships, the Pluto and Hercules, built from the same moulds, the stability they wanted.
He judged that new stowage would remedy the defect, and his opinion was adopted by the
Marine Council. ‘The Scipio was unloaded and again stowed, under the direction of the Chief
Engineer. In her first stowage she had eighty-four tons of iron and one hundred tons of stone
ballast, and was re-loaded with one hundred and ninety-eight tons of iron and one hundred and
twenty-two tons of stone ballast ; and, as her dranght of water, or displacement, could not be
altered, it was necessary to diminish one hundred and thirty tons of water, in order to preserve
the same load water line ; by these means one hundred and thirty-six tons were placed, in the
second loading, eight feet lower than in the first ; yet, when the ship was completed with the
_ new arrangement of stowage, she was found precisely as deficient as before, inclining twenty-
four inches with the men at quarters and guns out on one side. She was afterwards doubled
with light wood to the thickness of a foot at the extreme breadth, and ten feet under water, de-
creasing to four inches length and depthways ; which corrected the defect.
“M. de Rome has judiciously observed, that the defect of instability was not so much owing
to a want of extreme breadth, as several other seventy-four gun-ships had the same, or even
less ; but, in diminishing the breadth at the plane of floatation too quickly fore and aft, which
at once reduced the capacity and became injurious to the position of the line of support *,
It is certain that this change of place, in the centre of gravity, which lowered it nearly five
inches, must have contributed to increase the stability, and have occasioned nearly a difference
of three inches in the greatest inclination ; but, as the experiment when the men are stationed
at quarters is liable to much irregularity, an error of this magnitude is to be accounted for from
the men’s running to the side, to mark more strongly the defect of a bad ship. |
Experiments should be made with ships of every description, especially ships of war, at sea,
in order to produce a true theory of naval architecture. Without these the science will always
remain imperfect. Every voyage might be considered as anexperiment. Systems to which
the name has formerly been given do not deserve the appellation ; for, in the language of
* 4 French 36 pounder weighs, with carriage, &c. four and a half French tons; and their increased length causes their
centres of gravity, when run out, to be removed four feet and a half; so that the momentum produced by running out
the lower deck guns of a French 74, with the opposite side housed, is.more than double the momentum for an English 74,
in the same circumstance.
140 OF THE STABILITY OR STIFFNESS OF SHIPS, &€¢. [Book I,
a most ingenious writer on this subject, “ a theory which does not agree with experiment
does not deserve the name of theory.”
Several experiments were made, by order of the late Admiral Leveson Gower, to try the re-
lative stability of several British ships of war, by heeling them with their lower deck guns out
on one side, and housed on the other; and afterwards with the men at their quarters, the guns
remaiing as above. Among these were, the Formidable and Barfleur, of 98 guns, and the
Bombay Castle, of 74 guns, whose draughts of water were as follow :
Ft. In. Ft. In. Ft. In.
FORMIDABLE Afore 22.0 Barrlreur § 23.10 Bompay Caste § 21.04
98 guns } Abaft 23.3 98 guns Jag} 74 guns } 22.9
Lowest port above water 5.6 Spr hada hte 0d) ode
Heeled by the guns only 0.35 abate oviitier 08 ovole, wot iets
Ditto with men at quarters 1.2 sinew Ince bohsoleD “1c 30 1) iis
Weight,or Displacement3150Tons* . . . . 3360Tons . . . . . . 2700 Tons,
The three ships have the same number and weight of guns on the lower gun-deck ; therefore
the momentum of the guns, whether quite exact or not, does not signify, as any error will not
have partial influence. We suppose each gun and carriage, &c, together to weigh three tons,
and allow three feet removal when the gun is run out ; and, as there are fourteen guns run out
in each ship, the equal momenta for them is 3x5x 14, or 126 tons at 3 feet, the weight on one
side, the balance is 42 tons at three feet distance from the support; and, at the other, in the
Formidable, 3150 tons, at 48 hundredths of an inch (less than halfan inch) which will be found
to balance 42 tons at 3 feet :—For the Barfleur 3360 tons, at 45 hundredths of an inch, which
will balance 42 tons at three feet : For the Bombay Castle, 2700 tons at 56 hundredths of an inch,
which will balance 42 tons at 3 feet f.
Having found the distance at which each centre of gravity is separated from the line of support,
and which, in these small inclinations, will be the same as the sine of the angle ; the co-sine, or
distance of the centre of gravity from the meta-centre may be readily known, and will be
found to be,
* The difference in the mean draught of water of the Formidable and Barfleur, 15 inches, gives at least 210 tons
difference of weight. Both ships have similar dimensions nearly, and are supposed on an even keel.
+ In order to make this subject perfectly clear to such of our readers as may not be much in the habit of making
calculations, we subjoin the following note. The momentum of the guns is found, by multiplying the number and
weight of the guns, &c. together, and the product by the distance from the original position or point of support. In the
present case, the number of guns being 14; the weight of each, 3 tons ; and distance from the point of support, 3 feet ;
3x3 14 is equal to 126 tons, the momentum. )
Now, as the distance from the point of support above is.expressed in 100ths of an inch, which are equal to so many
1200ths of a foot; and, as forty-eight 100ths of an inch are equal to forty-eight 1200ths of a foot, (because there are 12
inches in a foot) therefore, by multiplying the number of tons in the displacement, (say 3150) by the numerator 48, and
dividing by the denominator 1200, the product will be equal to 126. Consequently, the momentum of the guns of a ship,
whose displacement is 3150 tons, when they are only at forty-eight 100ths of an inch from the point of support, is equal
to that of the guns of a ship which weigh altogether 42 tons at the distance of three feet.
For the methods of finding the centres of displacement, &c. see Chapter II. of the following book.
Cuap., III.) TO FORM A SHIP FOR STEERING WELL, &C. 141
Ft. In.
For the Formidable’s centre of gravity 3.575) pow the
DOS et vie Neuere ork caer
‘| ( Meta-Centre.
Bombay Castle’s . . . . 4.5%
When the Formidable and Barfleur were farther inclined by the men at quarters, the Barfleur
continued to have one seventh more stability than the Formidable, which proves that the
Formidable’s centre of gravity was above the line of floatation ; for otherwise, as her immersed
body was better calculated to separate the line of support from the centre of gravity than the
Barfleur’s, she would have inclined less, proportionably, if the centre of gravity had not acted
against her stability : One hundred tons of iron ballast at the keelson would have increased her
draught of water only six inches, and have given her more stability than the Barfleur ; leaving
her the advantage of six inches more height for her ports, and nearly thirty-four square feet less re-
sistance at her midship bend. ‘Thus, it is demonstrable, that those ships should have no more
stone or shingle ballast than is necessary for the ground tier, and should have above two hundred
tons of iron ; nor would there be any danger of their being laboursome, as their centre of gravity
would be but at the line of floatation, or load water line. The same regulation would prevail
with the first rates.
The Bombay Castle is certainly stiff enough; yet there is no doubt but that her lower deck
guns might have been placed six inches higher without any detriment whatever to the ship, and
with her ports at a reasonable height from the water *.
§ 4. TO FORM A SHIP SO AS TO STEER WELL, AND QUICKLY ANSWER HER HELM.
Iy order that a ship may steer well, and quickly answer her helm, the Wing Transom should be
carried pretty high, or about three-fourths of the height of the top-timber line in midships, and
the fashion-pieces well formed and not full below the load-water line, but so that the form of
_ the vessel may come very clean, or sharp, as it approaches the keel aft ; the midship frame should
be placed about five-twelfths of the length from forward, and the greater the proportional length
of the ship is to her breadth, the midship bend should ‘be proportionally farther forward ; as
the sloping, or angles, of the water lines at the stem and stern are necessarily sharper or more
acute in a long than in a short ship; that is to say, proportioned to the breadth: and it will
further correct the slowness observed in the evolutions of long ships, as the centre of gravity
will necessarily be farther forward, and give more length to the lever to which the force of
the rudder is applied. The ship to draw rather more water abaft than afore ; to have her bow
rake about three-tenths of her extreme breadth, and the stern post to rake between one and
two inches in every foot of the length of the post; the quarter deck and forecastle, and all the
upper works, to be kept as light and low as possible ; all of which certainly tend to make a ship
* See “Collection of Papers on Naval Architecture,” Vol. II. page 12.
.
142 OF THE VESSELS BEST ADAPTED TO GO SMOOTHLY. [Boox I.
go well, and quickly answer her helm; for a ship that goes easily and quickly will always steer
well; and, possessing this quality in perfection, she will stay, veer, and incline to the larboard
or to the starboard promptly. It is evident, that the effect of the rudder must depend, in great
measure, on the cleanness of the vessel’s run, so that the fluid shall have an unimpeded passage
to it, whereby its inclination shall have the greatest effect on the water.
fn)
§ 5. TO FORM A SHIP WITH SUCH CAPACITY AS TO CARRY HER GUNS WELL ABOVE THE
WATER.
Tuat a ship.may carry her guns well upon the water, a long floor timber will-be necessary, and
not much rising; the midship frame to be very full; upper futtocks near a straight; upper
works to be very light, and the wing transom not placed too high; all of which will combine
to make a ship carry her guns well out of the water. |
§ 6. OF THE FORM BEST ADAPTED TO GO SMOOTHLY. *
Tuat a ship may go smoothly through the water, it will be necessary for her to be so pro-
portioned as not to be subject to those violent and irregular movements which tend to impede
the velocity, and, by a force of strain, to destroy the vessel. ‘To prevent rolling, great proporti-
onal breadth, and sides nearly upright towards the plane of floatation, are favourable. To prevent
pitching hard, give her a long keel, a long floor, with little rising afore and abaft ; the displace-
ment of the fore body to be duly proportioned to that of the after body, and hollow water lines
forward to be carefully avoided in the construction *. In fhis case, correct stowage will be a
powerful auxiliary to the accuracy of construction. For if, to prevent rolling, all the heavier
bodies be removed as far as possible, from the longitudinal axis; and, to prevent pitching, if
all such bodies be stowed as much as possible towards the transverse axis of the ship; these
movements will be found to prevail considerably less than under the circumstances of a different
mode of construction or stowage; and the advantages will be great, not merely in obviating
the quick oscillatory movements of rolling, but also the accelerated, or pitching, motions fore and
aft, so much more to be dreaded, occasioned by jg he seas, hollow water lines, and great weights
at the extremities of the vessel. ; ; CEP.
A due regard to these Sean: will este be the means of causing a ship to go the more
smoothly through the water. |
* By “ hollow water lines” are meant, such water lines as curve inwards.
A remark, made by a late writer on water lines, states, that their fairness can, in no respect, be a matter of great
importance, since they are all formed on the supposition that the vessel always floats upright in the water ; a position
she can seldom be in when under sail; and, since the immersed part must alter its form as often as it alters its position.
Of this remark, granting the latter part of it, we may observe, that it is also as certain that, in the body of every vessel,
of which the horizontal lines, vertical lines, and sections, are fair in the construction, will also produce fair lines in any
position : and the form of the water lines, however altered by the inclination of the vessel, may be drawn, and will prove
the <ssertion to be false.
Cuap. III.) REQUISITES FOR HOLDING A WIND, &C. 143
§ 7. ON THE FORM BEST CALCULATED TO HOLD A GOOD WIND, &c.
Tur quality of being weatherly, or of holding a wind well, may be defined as the power which
a vessel possesses of keeping her course with the least possible deflection when opposed by an
adverse wind. This quality may be either effected by the peculiar form of the hull itself, or by
artificial auxiliaries, as lee boards, additional keels, &c.
A full-bodied vessel, as before noticed, is infinitely less capable of holding a direct course
than one of a sharper description. The reason is obvious. The opposition to the water is, in
the former instance, oblique; in the latter it approaches more nearly to a direct plane.
It is an observation of a very ingenious writer, heretofore quoted, that, if it were possible to
saw a vessel longitudinally down the middle; after which, having carefully planked up and
caulked the side so cut, so that it should be water tight, to add such a counterbalance by means
of an outrigger, constructed according to the Indian system, sufficient to balance or become
equivalent to the support taken away; such a vessel would undoubtedly possess velocity and
stability in a far superior degree to what it did when in its perfect state. The reason is almost
too obvious to render any explanation necessary: for, it is clear, that, in this case, one half of
the head resistance would be taken away, and, therefore, the velocity, if the impulse continues
the same, becomes increased in a ratio equal to the diminution of the opposition. In addition
to this, the fluid acting horizontally will impede the passage of a perpendicular flat surface
through it much more forcibly than it would if acting obliquely on a convex surface ; and it
follows, that such a vessel would suffer less deflection from its intended course than one built
agreeably to the usual figure. ‘This case seems to combine all the principles on which the
quality of holding the wind well is founded. '
To give a ship, on the usual construction, that form which shall make her weatherly, or, in
other words, to keep a good wind and sail swiftly, she must have a great length and good
depth of keel; her breadth not too great ; her sides not kept parallel, or the extreme breadth
not continued, too far aft; as this would be against velocity. Every succeeding water line
should be more delicate in approaching toward the keel ; and not hollow forward, as before ob-
served. If a good depth in hold be given, the ship will, of course, have a short floor and a
great rising ; and, as she will feel great resistance sideways, or on her broadside, with little
~ resistance a-head, she will, consequently, sail fast, and not fall much to leeward.
§ 8. OBSERVATIONS ON THE WHOLE OF THE PARTICULARS DESCRIBED IN THE FOREGOING SECTIONS,
AND ON THE PROPORTIONING OF SHIPS’ BODIES IN GENERAL.
Iv may be urged that it is not possible to make a ship at once carry her guns well above water,
carry a good sail, and be a fast sailer; because it would require a very full bottom to gain the
two former qualities, and a sharp cne to gain the latter; but, if we consider, that:a full ship
144 OBSERVATIONS ON FOREGOING PARTICULARS, &C, [| Boox I.
will carry a great deal more sail than a sharp one, we may perceive the possibility of construct-
ing the body so as to possess these three qualities, and likewise to steer well; in order to which
a good length must be given.
From what we have said under this head the Reader may, perhaps, infer, that the four qua-
lities above mentioned may be so united that each of them may be discerned in some degree of
eminence: we shall therefore repeat a former observation ; namely, that all of them cannot pos-
sibly be existent in any one body to a degree of perfection. We must, therefore, while we
retain a portion of each, give the superiority to that which is most consistent with the purposes. .
for which the ship is peculiarly designed. Some very eminent geometricians have, indeed,
endeavoured to find the form of a solid which should possess all these properties, and meet with
the least resistance in dividing the fluid; but they have not been able to reduce their theory to
practice, by reason of the different positions assumed by a ship when.under sail. Many who
have despaired of establishing these pomts by mathematical rules, have applied themselves
wholly to their own local observations and experience, which may, and doubtless haye, in some
cases, served as a substitute for more correct science. Yet, although it may in this manner
have been discovered that some vessels have had bad qualities from which others were exempt,
and the contrary, it could not be determined wherein the fault, or the advantage, lay ; whether
in the Hull, in the Sails, or in the Rigging. Hence no remedy could be applied, no certain
rule deduced.
There are several ships, in the British navy, which have answered the services for which they
were designed particularly well, and have gained the unanimous applause of those who have
sailed in them. ‘Those ships have been copied, and from their models others have been con-
structed. This method cannot, however, be correct. For, even suppose that it were possible
to find such a body as would give entire satisfaction, and have every good quality that should
be necessary to answer the purposes proposed, yet this ought, by no means, to be considered
as a standard whereby all other ships, of varying dimensions, should be built: for, it is obvious,
that, although we may have a first rate, of 100 guns, which has, by experience, been found to
be a good ship in all respects; yet we should find ourselves very much deceived if we were to
build a fifth rate, of 20 guns, by giving all the parts the same proportion to each other as
those of the larger ship.
No doubt can, however, be entertained, but that experience would long ere this have pro-
duced invariable and permanent rules for the best forms of ships’ bodies, had that attention been
gcnerally bestowed on the subject which it so well deserves; although absolute perfection may
be scarcely attainable. Practice alone is insufficient in many cases; and the want of science in
most of those who have the best opportunities of combining theoretic principles with the deduc-
tions of experience, makes much against the advancement of the art.
Upon the other hand, no practical rules can, as yet, be drawn from the reasonings of the
mathematicians, for the most perfect form of a ship; and, we may conclude, since the very first
abilities have been exercised upon the subject, that such a form cannot be determined by rules
that will admit of mathematical demonstration. Hence it is, that the builders, finding but little
assistance from that class of the learned, have confined themselves almost solely to the results
Cuap. III.] OF PROPORTIONING SHIPS’ BODIES, 145
of actual practice: and, afthough they have not ascertained any particular form which may be
considered as a general standard for all ships of the same burthen, or designed for the same
service, yet in many points they agree. For instance, in ships of war, of the same rate, the
principal dimensions are nearly the same; and, in all, the midship frame is nearer to the fore
part than to the after part of the vessel. 3
It is greatly to be wished that we could lay down invariable rules in all cases; but, after exa-
mining the writings of every respectable author who has treated on the subject, we still remain
deficient in several important points. Indeed, considering the various properties, in some cases
so diametrically opposite to each other, it is hardly to be expected that we should have attained
them. Besides, the different seas and different services in which vessels may be employed will
require forms as different. The Flying Proa of the Southern Ocean, and the unwieldy Catt of
Scandinavia, are, perhaps, equally suited to the climates and purposes for which they are
designed.
Theory alone, without actual experiment and daily practice, seems insufficient to reduce this
complicated art to a regular system; and Practice alone will also be deficient, although not in
‘an equal degree ; because continued practice may produce theory. Experience, undirected by
genuine science, may lead, and frequently does lead, to useful improvements ; but the progress
of such improvements is, generally, slow, indirect, and too frequently unsatisfactory. But,
when scientific reasons can be assigned for the advantages which result from common practice,
they tend to satisfy the mind, make us more attentive, and impart a pleasure in the prosecution
of our labours.
We now proceed to give some general observations on the proportioning of ships’ bodies.
GENERAL OBSERVATIONS TO BE CONSIDERED IN THE PROPORTIONING OF SHIPS’ BODIES,
- Tue Midship-bend, or extreme breadth of a vessel, may either be placed in the middle of its
length, or farther aft or farther forward, whilst the quantity of bulk shall remain the same in
the whole. By placing it farther aft, the lines that form the fore end of the ship will run the
nearer to a parallel with the keel, and, consequently, may appear to give the less absolute
resistance to the opposing water : but, it has long since been found, by experience, that the
place of the midship frame of all vessels should be afore the middle of their length, as the fore
part of the ship will thereby become fuller than the after part: and, consequently, a ship so
formed, after having once opened a column of water, will meet with less resistance in passing
through it. Other advantages attend the forward position of the midship bend ; the ship will
lift easier in a heavy sea, and, im that case, necessarily sail faster ; she will have more capacity,
and be less liable to hog or break her sheer*; and, what is of very material advantage, will
* The means of preventing a ship’s hogging will be fully considered when we come to treat of the actual con~
struction. :
13}
146 OF PROPORTIONING SHIPS’ BODIES. [Boox I.
admit the foremast to be placed farther aft; for the more acute the bow is, the greater quantity
of head sail is required, (though less able to support it,) that the centre of effort of the sails
may meet the resistance of the water on the bow when sailing by the wind.
Of the Experiments described in the preceding chapter, those which relate to the bodies,
figure 4 to figure 10, in plate D, and several others in plate E, are more particularly calculated
to shew the proper situation of the midship bend relatively to the celerity of a vessel. In addi-
tion to what has been there explained, may be added, that, upon the more straight part of a
ship’s sides, and the declining part of her bottom, it has been frequently observed, that the
fluid, owing to its adhesive quality, is displaced in a very slight degree: this appears from the
grass that grows on the sides of the ship’s bottom ; it may be seen to grow right out, and wave
backwards and forwards from the sides of the bottom, as if the water had no motion, when at
the same time the ship may be sailing four or five knots an hour. That there is a considerable
adhesion of the water, even when the ship’s bottom is clean, has been already sufficiently shewn ;
but much more so when the bottom is foul. This atmosphere, or carrying part of the water
along with the ship, is what we have called the friction, or lateral pressure, of the water, and
is to be considered, and must be taken.connectively, with the account of the resistance. 3
Supposing that a ship had all the perfections in her diménsions, and the midship bend placed
near the middle, but built sharp at the ends; if we consider the weight of the foremast and
bowsprit, with their rigging and sails, and the weight of the anchors at the bows, we may easily
conceive that, with the pressure of the wind upon the sails, the support in or bearings of the
fore body would be insufficient to prevent it from pressing down into the hollow of every sea.
The support would only be in the body farther aft, and this would tend to plunge her head still
deeper, and retard the velocity. .
Another consideration is, that the quantity of opposing surface in the bottom should not be
equal forward to the quantity of surface abaft ; for, if it were, the ship must be trimmed greatly
by the stern, or her rudder would not command her to bear up in a gale of wind. When a ship
is pressed with sail, the water is forced up at the bow above the horizontal, and the ship like-
wise pressed down, which amounts nearly to the same, with respect to her helm, as if the ship
was trimmed by the head: again, ships that carry their tiller near the middle in light winds,
require it more a-weather when the wind blows. sa
Now, it is plain, that the placing of the midship bend is of the atmost consequence in the
construction of a ship’s body; and, it appears very clear, from what has been said, that a ship
with the midship bend placed nearer forward than aft, which will consequently make the fore
body more full, will best answer every purpose, especially that of velocity *.
* It has been remarked by an ingenious writer, that, “ In our attempts to accelerate the velocity of moving bodies, -
nature happily seconds our efforts. For, the greater the velocity with which any body moves, the greater is its ten-
dency to continue in motion; and the less obstructed, the easier is that motion communicated, and the greater effect
will that tendency have: and, it merits observation, that this tendency will operate in the proper direction, not only
when the moving power is in that direction, but even when it acts obliquely, if the body or vessel is so constructed
as to be much less resisted in moving, and consequently to have a much greater tendency to move, in the line of the
keel or proper direction, than in a direction perpendicular to, or deviating from, it. On which account, as well as
Cuap. TII.} ON PROPORTIONING SHIPS’ BODIES. 147
-And, although it is plain, that, by so doing, the entrance of the ship will be the more full,
and present, apparently, more absolute force against the current of water than when the mid-
ship bend is placed nearer to the middle of the ship; yet, by moving that bend nearer to the
fore end of the ship, the body will decline horizontally so much the quicker, and part of the
effect of that resistance caused by the lateral pressure of the water will be taken off; which
must, certainly, be of more service to the velocity than what is lost by making the fore part of
the ship somewhat fuller; and seems to promise the connection of capacity and velocity, the
two great objects to be pursued in the construction of ships’ bodies.
And we may now venture to assert, upon the premises which we have adduced, that, by car-
rying the midship bend forward, we shall gain not only in point of velocity, but likewise in point
of steerage, which will be a double advantage.
Tn addition to what has been said with regard to the sailing trim of ‘a vessel, in the first sec-
tion of this chapter, it may be observed, that, however advantageous it may be thought for a
vessel to sail on an even keel, yet, in the opinion of many persons, the extreme breadth of a
ship should always be higher abaft than in midships, by about one sixth of the load draught of
water; which, in consequence, will make the ship draw more water abaft than afore. The
reason assigned is, that, as the fore part cannot so readily divide the water, when the keel is
parallel to the surface as when it is inclined to the stern, the vessel will sail better: and this is
the general opinion of seamen, who have frequently remarked, that it is necessary to make her
draw more water abaft than afore; whereby they, at least, gain this advantage, that the ship
will answer her helm better: but, it will, in construction, occasion the decks to be raised higher
abaft than afore.
That the extreme breadth should also be raised considerably more afore than abaft, is recom-
mended for these reasons :—when a ship is close hauled by the wind, and lies much over, the
weather side will lose much of the breadth; whereas, on the contrary, the lee side will gain
considerably ; the ship then displaces a greater quantity of water on the lee side, and, accord-
ing to the manner in which fluids act, should be supported with greater force, and, of conse-
quence, be able to carry the greater sail. Hence, it is plain, that, by raising the breadths, we
keep them as a reserve to be used when a ship stands most in need of relief, that is, when she
lies most over. ay
It may here be remarked, that flat-floored ships do not require their breadths to be raised so
high afore and abaft ; for, carrying all the weight of their cargo low, they are thereby made
capable of carrying a greater stress of sail.
A ship may be built to a precise draught of water, by which the construction will be founded
upon true principles; but, when a ship is not built to one precise draught more than another,
it will be a very difficult, and one of the most complex, questions in naval architecture to deter-
others, it is a matter of great consequence, that vessels should be so formed, as, when moving, to meet with as much
lateral and as little forward resistance as possible; and it is, undoubtedly, of the utmost importance to employ every
effectual means for increasing a tendency, valuable not only on account of its augmenting velocity at no expense of
force, or without any augmentation of the impelling power; but, likewise, on account of its operating in the right
direction, or nearly so, under most circumstances, in a vesse] properly coustructed.”—Gordon on Naval Architecture.
148 OBSERVATIONS ON THE CONSTRUCTION [Boox I.
mine this point. Some will imagine that no more is to be done than to make the ship swim in
the water, so as to be capable of carrying the greatest sail; but, when a ship is very deep in
the water, it will greatly increase the resistance, and, consequently, be very prejudicial to her
sailing; the resistance must, however, be calculated, not mbetlucet yy but relatively, and in pro-
portion to the sail she spreads.
In corroboration of the principles explained and inculcated in the preceding sections, we sub-
join the following paper, written by Sr Grorcsr Suzz, Bart. Member of the Royal Irish Aca-
demy ; and some particular Remarks on the Formation of Merchant Shipping, by Mr. William
Hutchinson.
§ 9. OBSERVATIONS ON THE CONSTRUCTION OF SHIPS: BY SIR GEORGE SHEE, BART. M.R.1.A.
From the Transactions of the Royal Irish Academy.
“ TI was first led to suspect that the construction of ships built in Europe admitted of improve-
ment, by observing, that vessels employed on the River Ganges, and on different coasts of
India, carried great burdens, in proportion to their dimensions ; and, on examining them, I
found that, however widely they differed from each other in appearance, great expansion was
common to them all. The vessels of the Ganges, it is true, being constructed to move at times
in shallow water, were not, I found, well calculated to sail near the wind; but this defect, I knew,
could be remedied; and it was sufficient for my purpose to ascertain the fact, that, when
heavily laden, they could be moved with greater velocity than vessels on the European con-
struction, of the same burden, could be by an.equal impulse, with ballast only on board.
“ The opinion I had thus formed was strengthened, in the course of a voyage I made from
Bengal to England. Observing that the Rodney, a company’s ship, which I was on board of,
appeared longer, and sailed faster, than other Indiamen, I made enquiry as to her construction ;
and was informed that, on laying her keel, she had been intended for a ship of much more con-
siderable burden; but that, owing to a temporary scarcity of timber, all her dimensions had
been abridged, except that her length was suffered to remain, and consequently to exceed, by
some feet, the usual proportion. On our arrival in the Channel, with the wind about a point
before the beam, we overtook a fleet of West Indiamen, and we outsailed them with such:
facility, that they might almost have been supposed water-logged.
“< These observations, with many others, led me to bestow more attention than I had before
paid, to an examination of the mechanical principles applied to the building of ships ; and the
more I extended my enquiries, the more I was convinced that their construction was defective.
Had, however, my conclusions not been strengthened by previous observation, I should not have
Cuap. III.] OF SHIPS: BY SIR GEORGE SHEE, BART. 149
thought them worthy of attention ; for I am myself so much an infidel in theoretic systems in
general, that I offer considerable violence to my mind, whenever I subscribe to their truth, unless
confirmed by something like experimental proof; and I should not therefore expect from others
much attention to remarks merely theoretic.
« A glaring defect in ships employed in transporting merchandize is, that they draw too much
water, or are constructed too deep. It is well known that every floating body propelled, must,
in its progress, displace a body of water equal in weight to itself, and equal in bulk to the
part situated below the surface ; and, that this operation must be repeated as often as the body
moyed advances a distance equal to its own length. Now, as the line of least resistance from
the water displaced is upwards, it follows, that the force necessary for its removal must be great,
in proportion to the distance of any part of it from the surface; and hence arises the facility
with which vessels drawing little water are moved, even when the burden they carry is
considerable. :
« Another defect in merchant vessels is, that they are too short. The progress of a ship that
wants length is impeded by perpetual ascent and descent, even in water but moderately agitated ;
while one that has it proceeds with little more than direct motion. But this is not the only
objection to want of length. The tendency of the upper sails ofa ship is, not only to propel
horizontally, but in a very considerable degree to press down the head and elevate the stern,
as will appear evident, when it is considered that the mast is acted upon as a lever ; the upper
deck is the fulcrum, and the parts above and below it the two arms. Now the action of the
wind that fills the upper sails is nearly upon the point of the long arm, and the degree of re-
sistance to the depressing force so caused, is determined by the length of the line from one
extreme horizontal point of the ship to the other; when, therefore, this line is short, in pro-
portion to the height of mast, the effect is not only evident in a high or_rippling sea, with the
wind fair and strong, but, even in smooth water, the vessel, particularly if small, proceeds with
evident deviation from the horizontal position which her hull is intended to preserve, as well
when in motion as at anchor; and, by this means, the points of direct resistance are multiplied,
‘as the height of the frothy wave at the bows of such vessels in their progress, or the dispro-
portion of that wave to their velocity, shape, and size, evidently shews.
« A third defect, not less striking than these, is, that the vessels I mention are too narrow.
A few feet of length add little to the size of ships, as to burden, but a single foot in breadth
increases prodigiously their capacity to sustain weight. The shape of merchant vessels in
general may be said, from its tendency, to resemble an extended wedge, perpendicularly placed ;
every ton additional weight presses them down considerably, and, from the practice of over-
loading them, in order to proportion their burden to their sailing, charges, and original cost,
they commonly proceed on a voyage almost buried in the water. To this circumstance alone,
the loss of- numbers of them may be ascribed ; for a captain must be positive that the danger
is excessive, before he can hold himself justified in attempting to lighten the ship; and, in
situations the most perilous, this is often found impracticable.
« The remedy for these defects is easily stated, but the practicability of applying it requires
explanation ; as inveterate prejudices in the minds of ship builders are to be opposed, and strong
150 | OBSERVATIONS ON THE CONSTRUCTION [ Book. I.
prepossessions, in the minds even of men of science, who have thought mechanics Papaived their
attention, to be combated.
“ To give ships great horizontal expansion, in proportion to their depth, which I conceive es-
sential to the perfection of their form, the construction of their hulls, in other respects, must
undergo a change. The bow and the sides are, or rather ought to be, constructed upon prin-
ciples directly opposite. The one is to break through the water; the other to resist all force
that gives the body of the vessel a disposition to leeway. The perfection of the former is, to
have as few points of direct resistance as possible; that of the latter, it would seem, to present
as many: must it not then, to an unprejudiced observer, appear extraordinary, that both parts
should be composed of segments of circles ; scarcely a superficial square foot of the largest ship's
side, below the water-mark, lying perpendicular to horizontal pressure? The keel, in fact, with
some small extent of plane immediately above it, springing from the bottom, are trusted to for
resistance ; but these are, in most cases, insufficient ; few vessels, except ingales and others of
extraordinary length, being found to sail well upon a aati
_« An argument, universally used by seamen and ship-builders, in support of the beoseht con-
struction as to depth, is, that what they technically call. ‘a gripe of the water below the
power of the surge,’ is essential in preventing vessels from being driven to leeward. As this
argument strikes directly at the root of any improved system founded on expansion, it is neces-
sary that it should not remain unanswered.
«« A gripe below the influence of the surge, if it means any thing, implies resistance to the
force of waves beating against a ship’s side. Now, supposing this resistance possible, the first
high sea that should strike her on the beam, in a gale of wind, would imevitably either overset
or destroy her, by forcing in_her-side; the security therefore of ships, in numbertess cases that
constantly occur, depends on their yielding to the force of waves. Admitting, however, for
argument sake, that, in storms, the dexterity of seamen may prevent a ship from being exposed
to the violenee of the sea upon her broadside, let us see how, in moderate weather, the deep
gripe can operate.
« Waves, I believe, are not thought to run very high, when they rise from six to ten feet above
the water level, that is, from twelve to twenty above the trough of the sea; there are few
ships whose draught of water exceeds twenty: is it not evident then, that vessels, through all
gradations of size, even on their present construction, are in general completely exposed to the
power of the surge ?
« But, as experiment supersedes arguments, any person in whose mind doubt exists upon this
subject, may satisfy himself by viewing a small cutter, when sailing upon a wind, in company
with large ships; or, by observing a wherry, which draws still less water, working to windward :
nay, even a ship’s long-boat, the most flat of all sea vessels *, may serve to conyince him, that
he may dismiss those doubts, without running much risk of falling into error, and satisfy him-
self that, provided a vessel have hold of the water proportionate to her size, it is of little moment
whether the gripe be near to, or remote from, the surface. a
* Excepting the Launch, which is still more so. Editor.
Cuap. IIL.] OF SHIPS: BY SIR GEORGE SHEE, BART. 151.
«« The improvements, then, which I beg leave to recommend in the construction of merchant
vessels are, an increase of their horizontal and a decrease of their perpendicular dimensions ;
which will correct the three defects:that I have pointed out: also the alteration m the shape of
their sides and bows, which I have already said is necessary, in order to render these improve-
ments practicable.
«© Were the length of the keel even so far extended, as that it should reach two perpendicular
lines dropped from the extreme points of a ship’s upper deck, the increase of gripe would be
prodigious, and the additional expence trifling. A sheer or projection abaft is unquestionably
beautiful ; but it is of no use, and the eye would soon become reconciled to an upright stern.
The sheer, however, might be given with any length of keel, where expence should be dis-
regarded ; unless it should be thought, which I am rather inclined to believe, that a very long
vessel would be weakened by it ; for the strain upon a ship’s centre is, in fact, resisted more by
the binding of her upper planks and timbers, than by the strength of her keel. The expence
of this increase of length would be nearly paid by the saving caused by the reduction of her
depth. :
« The alteration in the form of the sides and bows needs a few words more of explanation.
« The effect to be expected from a flat side, is exemplified in an ingenious contrivance, used to
supply want of depth, in Dutch vessels of various descriptions ; and I cannot give a more cor-
rect idea of the improvement in this respect I wish to recommend, than by saying, that the side
of a ship below the water-level, or a part of it, at least, ought to resemble a lee-board, of con-
siderable extent. By means of this board, many Dutch merchant vessels, notwithstanding that
they are constructed with a floor almost flat, to fit them for great burden and shallow water,
are found to sail tolerabiy well upon a wind ; and yet they are in general short, with bluff upright
bows, and many other defects.
«« Dutch fishing vessels too, particularly those employed in great numbers on the coast of Eng-
land, are rendered, by the use of a lee-board, good sailers. Not being intended for burden,
they do not, in general, much exceed boat-size; and, although they are the most flat of all
decked vessels, their security in blowing weather is proverbial.
| "© Now, in respect to the bows of merchant ships, I will only observe that, although they slope
off tolerably well when vessels are light, they present, when laden, such resistance to head-way,
as can scarcely be overcome by any pressure of sail. The evident remedy is, to render them
less upright ; expansion in them, although absolutely necessary above the water-level, being
quite useless below it.
« By adopting these improvements, I am persuaded, that the same quantity of timber, and
other materials, now employed in building a merchant vessel of one hundred tons burden, would
serve to form one capable of carrying at least one hundred and thirty, and that the velocity gained
would rather exceed this proportion. The advantage of performing three voyages in the usual
time of two, or even suppose five in the time of four, need not be stated ; nor need that which
would result, in the season of tempest, from reducing the length of time in which ships are
exposed to danger ; or in time of war, from rendering them capable of evading pursuit.
« ‘The construction of vessels employed in carrying mails between Dublin and Holyhead, I con-
< .
152 OBSERVATIONS ON THE CONSTRUCTION [Boox I.
ceive to be nearly as defective as that of merchant ships, which their hulls in a great measure
resemble, although they are built expressly for speed and accommodation, and not for burden,
But, indeed, they do carry burden ; for, from ‘their deep form, they require an absolute loading
of ballast, to prevent them from oversetting ; and their draught of water is such, although small
vessels, that they can float on the Dublin Bar only at.a particular time of tide; by which,
fair winds are frequently missed, and the passage from England unnecessarily prolonged. From
their want of length, and excessive depth, they are such slow sailers, that the Favourite, a light
long vessel, fitted out by private individuals, has made her passage to Holyhead in nine hours,
when two packets, which weighed anchor when she did, took twelve to perform theirs.
“ In determining the most proper construction for these, or indeed any other sea vessels, it
should be considered, that the greater the length, the less depth will be necessary to prevent
leeway ; and that the greater the breadth, the more sail may be carried, and the less ballast
required. Weight, it is true, does not operate exactly upon ships as burden does upon animals ;
its situation, as I have already said, determining in a great measure the resistance it causes to
velocity ; but, that its operation is considerable, cannot, I believe, be doubted. In short, I am
persuaded, that packet vessels might be constructed on a principle so light, that they might pass
the Dublin Bar, at any time of tide, so speedily, that they would commonly perform their
voyage in three-fourths, or perhaps two-thirds, of the time those in use now employ; and, at
the same time that they would, if possible, be more safe, and certainly much more commodious,
their building and sailing charges would not be more considerable: ;
«« To determine the exact extent to which the improvements I recommend can, in general be
practically applied, is not my present object. I only mean to suggest hints, which, if thought
deserving of the trouble, may easily be thrown into a regular system; and I will close an
address, imperceptibly extended beyond its intended limits, with a word on ships of war.
« If these improvements be founded on the true principles of naval architecture, their applica-
tion may certainly be extended to the construction of frigates, and all other King’s ships carrying
one tier of guns only ; but, that those of two and three tier can be improved in an equal degree,
is an assertion I will not hazard. The effect of the weight that the latter carry above water
must be counteracted by a proportionate weight below it; and it is possible that an increase
of their horizontal expansion would be unsafe, “considering that timber beyond the present
dimensions cannot be well procured. Determinate flatness of side, however, for some distance be-
low the surface of the water, would aid very considerably in resisting the effect of a side-wind
on so prodigious a surface as their hulls present above water ; and, even a trifling addition to
their breadth of beam *, would probably enable them to carry their guns better than they
now do in a high sea, and render some reduction of their draught of water practicable.
« That light frigates might be made capable of receiving as great velocity from a moderate
breeze as is now given them by a strong wind, is a truth I am persuaded of; and, that the
utmost velocity any vessels are capable of is not yet attained in the European seas, is a. fact
* Mr. Snodgrass, late Surveyor to the East India Company, was of the same opinion. See his Observations hereafter :
See, also, Midship Sections, Plate 8. :
Cuap. III. REMARKS ON MERCHANT-SHIPPING, &C. 153
3
that will not be doubted by any person who credits the well authenticated accounts given of
Flying Proas. The form of these vessels, it is true, unfits them fer any other sea but that in
the latitude of the Ladrone Islands, but useful hints may, notwithstanding, be taken from their
construction.”
§ 10, REMARKS ON THE FORMATION OF MERCHANT SHIPPING IN PARTICULAR. BY MR, W.
HUTCHINSON, LATE DOCK MASTER AT LIVERPOOL nth
1. Observations on the Form of the Fore and After Bodies or Bows and Buttocks of Ships.
«Ty the curvature of the bows and buttocks of ships, and the effects of them at sea, I have
experienced a remarkable difference, from the over-full bowed collier to the over-sharp bowed.
ship formed like a wedge. Of the latter, I had the experience of one that would not carry
a necessary pressure of sail upon a wind in a rough sea, without plunging her sharp bows and
forecastle so dangerously deep into the sea, as to fill her main déck, full and full, with water ;
which not only deadened her headway so as to hinder her sailing, but strained and filled her
with water to such a dangerous degree, as to oblige us to shorten sail, and add baling to pump-
ing, in order to save her from sinking.
“« The buttocks as well as the bows deserve particular notice ; for, if they are built too full in
proportion to the bows, at the load-water or sailing mark, they will tow a great deal of eddied,
or what is called dead, water after them ; which not only hinders both sailing and steering, but,
in bad weather, when the waves run high, they lift the stern and plunge the ship’s head too
‘much into the wayes; particularly when it be necessary to carry a press of sail, and make her
ship a great deal of water. . If the main transom be too broad, and lies too low, it increases the
bad effects in proportion.
« But all defects of this kind are best proved by facts. In the war, 1745, I was in a fine frigate-
built ship, for the Leghorn trade, that carried twenty six-pounders on her main deck, and went
a cruizing in the Mediterranean ; but she, having buttocks too full, did not sail to expectation ;
and, a very sharp concave entrance below, with a pretty full harpin above, occasioned her to
have a very bad jerking, destructive, pitching, motion, when obliged to carry any thing of a
pressing sail in a rough sea, that always put our masts in great danger of being pitched away.
** Yet the buttocks, as may be observed, are often built too sharp, at the load mark, in pro-
portion to the bows. This is evident from the many ships that have been built so as to be
called ¢ full bowed and clean tailed ships ;’ which mode of construction has had great run in
practice, and therefore deserves particular notice. .
** Full bows and clean tails, as they are called, have been carried to the extreme in construct-
* The valuable treatise from which these remarks are abstracted is comprised in one volume, quarto, and now publish-
ed by the Proprietor of the present work, P. Steel, London. | Price 18s.
xX
154 REMARKS ON MERCHANT-SHIPPING [Book I,
ing ships for the coal trade, and in some merchant shipping. But, experience has shewn, that
this form has not been attended with the advantages expected from it. For, their over-full
bows, especially when laden, always drive a great swell of water before them, which not only
impedes sailing, but likewise steering, even in fine weather and smooth water; and, in bad
weather, when the waves run high, puts it out of the power of the best helmsman to steer them
near their course. At such times, when sailing before the wind, they are very lable to broach
to *, and the opposing and floatsome property of their broad bows in proportion to their thin tails,
(especially if they have transoms too narrow,) makes them very liable to be pooped ; and, in lying-
to, plunges their counters and sterns dangerously deep into the sea, and make them in rough
weather ride very hard upon their cables at an anchor.
«J experienced the same defects, from the same cause, though in a less degree, in a cod smack
which I had built with full bows, a clean tail, and a narrow transom, according toa draught drawn
in London. This draught I had afterwards improved, and caused an ingenious builder at Liver-
pool to build another of the same dimensions, but with somewhat sharper bows, and buttocks of a
more middling fullness, suitable to each other, at the water’s edge, with a broader transom, which
had the desired effect, and gave her the advantage of being both a better sailer, and a better stormy
weather vessel, than the other, which cod smacks require to be; for they are obliged to lie-to, to
catch their fish, and to beat the sea in all weather possible, to get them alive to market.
This evident improvement upon the clean tailed vessel, and the experience I had afterwards in a
privateer, built by the same person, for a common merchant ship, with what I calla middling full
bow and buttock, answered the purpose so well in sailing, that the success attending it excited me
to present him with a piece of plate, with a suitable motto, ‘ as a grateful acknowledgement ‘to
Robert Brekel, &c.’
* Other merchant ships built by him and by other builders at Liverpool, on a similaz plan,
were remarkably successful as cruizers in the year 1778; and, by fair sailmg in chase, took
several of the enemies sharpest built vessels, which had been constructed for sailing-only, with
bows and buttocks formed like wedges, which only answer the purpose of sailing fast in fine
weather and smooth water, but not in rough winds and waves.
“ To the above instances may be added, that, in the year 1'746, I was in a middling full built
ship, called the Pearl, that was taken by a French squadron of sharp Toulon built ships in light _
winds; but, afterwards, when it came to blow so strong as to put us under close reefed top-
sails upon a wind, our vessel could be the headmost and weathermost ship of their fleet.
«T had afterwards the command ofa very extraordinary sharp slight ship, built at Malta, with
very small scantlings of timber and plank, long, low, and narrow, being only twenty-seven feet
* For a ship to Broach-to, js, to incline suddenly to windward of her course when she sails with a large wind; or, when
she sails directly before the wind, to deviate from the line of her course, either to the right or left, with such rapidity
as to bring her side unexpectedly to windward, and sails aback, thereby endangering her oversetting. This dangerous
evolution is more fully described in the next section.
Vessels, in general, broach to ina sea, from not answering their helm sufficiently quick ; perhaps from the force of the
sea depriving, by its lift for a time, the rudder of its power. It is often occasioned in deep laden vessels by their being too
much loaded by the head; so that, in all weathers, they require a great deal of weather helm; or, as it is termed, steer wild.
4
Cuar. II.) IN PARTICULAR? BY MR. W. HUTCHINSON. 155
beam to eighty-eight feet keel, with shelving, shallow, sharp, main body, bow and buttocks, for
a cruizing ship, which purpose she answered well in light winds, fine weather, and smooth water.
In chasing large, with little wind and a head swell, we have steered right up to the chase, when
all their endeavours could not keep their ship’s head to the swell, but lay broadside to it. A
small pressure of wind and sail would put this shell of a ship to her utmost speed, so that we
never desired the wind to blow with greater velocity than about ten miles an hour; when, I
reckon a middling stiff ship can just carry top gallant sails upon a wind in smooth water, which ~
gave us the greatest advantages in sailing, compared with other ships, in chase, to take or leaye »-”
the enemy at pleasure. But in tacking, when it blowed so fresh that we could just carry whole .
topsails, we were obliged to haul up our courses to make her sure in staying, otherwise she would
get such sternway before she brought the wind ahead, as prevented her staying. This bad -
property I attributed to the lightness and length of her body, in proportion to her breadth, that
could not bear so much sail aback in the long time she took to bring the wind ahead.
«This ship frequently fell in with our strong cruizing ships of war, who naturally gave chase
to us, and we to them, till we knew them; when, commonly, we made sail, and steering from
them, left them in light winds with ease till out of sight. Once, however, in a fresh gale, it
happened, that we run before the wind, within about two miles, right to windward of one of
our seventy gun ships, which was in chase of us, when we hauled the wind, the sea being smooth,
thinking to outsail them as usual ; but, as we could only carry close reefed topsails, they out-
carried us with sail, and would have brought us to, in spight of our utmost endeavours, if we
had continued sailing close by the wind; but the weather gage we had, admitting us to
sail a point or two from the wind, gave us the advantage of leaving them by sailing large.
We also met with a twenty-gun frigate that was fully a match for us in sailing large in a gale.
These particular circumstances are mentioned, in order to invalidate the notion of a ship’s sail-
ing faster by being made weaker ; for this ship was so weak in bad weather, when the waves
ran high, that we could hardly keep her together, and in chasing:to windward at such times,
she used to plunge her over-sharp bow so deep into the waves, as to oblige us to shorten sail,
and add baling to pumping, to save her from sinking ; so that, if the chase had known our con-
dition, and kept her wind, she might have escaped : but, bearing away before the wind, gave
us the advantage so as to take her; and then we were obliged to run before the wind toa road-
‘stead, to stop our leaks, and to go to the Island of Malta, to get the vessel repaired and strengthened.
These facts, derived from observation and experience, evidently prove, that there is a medium
in the form of the bows and buttocks of ships, which would answer best in all weathers in
general ; and which certainly ought to be aimed at by some fixed rule, in order to prevent, as
much as possible, such important defects as have been described ; and, in order to proportion the
parts to each other to the greatest advantage for the ship’s sailing, not only in fine, but in
rough and bad weather ; and to be lively and easy in the sea, when the waves run high in a
storm; or, when put past carrying a sail, but obliged to lie to, or come to an anchor and ride
hard upon a lee-shore, &c. or, having no head way, but, when lying-to, as in common, ‘with
the helm a-lee, getting stern way; or, when veering or scudding before the wind in a storm, &c.
at which times all ships require to have what I call a middling broad transom, and a moderate
spreading buttock, at the load mark abaft, to buoy up and prevent their being pooped; the
ta a,
156 REMARKS ON MERCHANT-SHIPPING [Book I,
weakest parts of the ship, the counter and stern, being liable to be stove in by the power of
the waves striking against them.
“ Upon the whole, it may be concluded, that our fastest sailing vessels are just the reyerse of
the ‘ full bowed and clean tailed’ ships, and have clean or sharp bows and full tails or buttocks
in their water lines, at their best sailing trim. Square tucks, deep in the water, must certainly
tow eddied water, and retard sailing much more than circular formed buttocks would do. These
extremes, and other important defects, may, doubtless, be avoided in great measure, by fixing
on some such as the following rules, to form the water line of the bows, at the harpin forward
and the buttocks aft, at the load water mark, by a sweep of a circle of half the three-fourths
of the main breadth, which I reckon is sharp enough for merchant ships *. ~ Where there is
water enough for sailing, they may always be trimmed from twelve to eighteen inches by the |
stern: this will not only prevent the bow from being plunged too deep into the sea, when pressed
hard with sail, but will elevate the circular buttock, which some object to as being too full, and
form a sharper run for the water to quit it abaft.
Of Ships with both Bows and Buttocks too full both for sailing and steering.
« The rule above given, for raking the stem, will admit all the water lines in the ship’s entrance
to form convex curves, all the way from the stem to the midship or main frame; which will
answer much better for sailing, as well as making a ship more easy and lively in bad weather,
than those unnatural concave entrances which occasion destructive pitching motions. And the
bows should flair off, rounding in a circular form from the bends up to the gunwale; the lower
part of the bends at the stem, which I call the lower harpin, to the gunwale, which I call the
upper harpin, in order to meet the main breadth the sooner, with a sweep of half the main
breadth at the gunwale amidships, which will not only prevent, in great measure, their being
plunged under water in bad weather, but spread the standing fore rigging the more to support
the masts and sails forward to much greater advantage than in over-sharp bowed ships. And,
as the sailing trim of ships in general is more or less by the stern, this makes the water lines of
the entrance in proportion the sharper, so as to enable the ship to pass through the water with
the least resistance. ,
“The run ought to be formed shorter or longer, fuller or sharper, in proportion to the entrance
and main body, as the ship is designed for burden or fast-sailing. The convex curye of
the water lines should lessen gradually from the load or sailing mark aft, downwards, till a fair
straight taper is formed from the after part of the floor to the stern-post below, without any
concavity in the water lines, which will not only add buoyancy and burden to the after body
and run of the ship, but, in my opinion, will help both her sailing and steering motions.
«Some such plain simple rules as these, which nature, reason, and experience, evidently point
out to us, ought to have a fair trial in draughting and constructing ships; and to have their
good or bad properties compared with our ships of different construction, when they are, as
nearly as possible, under the same circumstances in practice: by which means standard rules
* The cycloidal form would perhaps answer here ; not only in the horizontal, but, as far as it could be followed,
in the vertical, formation of bows and buttocks. A cycloidal are might answer, particularly, near the load water line,
with a proportional strait of breadth along the midships. See the article CycLow in Chapter I. (Editor.)
*
Cuap, III.] IN PARTICULAR! BY MR. W. HUTCHINSON. 157
may be fixed for the best construction of this description of shipping, as there can be but one
form that will answer best. |
2. On proportional Dimensions for Merchant Shipping.
«‘ Ships and vessels which are built too long in proportion to their breadth, are bad to steer,
stay, or veer, when required; and, when built too high, in proportion to their breadth, it
makes them so crank as to be in danger of oversetting. I judge the latter to be the more
dangerous of tlie two extremes: and, as such vessels require to be set down in the water, by
an extraordinary weight of ballast, goods, or heavy materials, before they are sufficiently stiff
to carry sail; this is a great hindrance to their sailing in general, but especially upon a wind,
as it is known by experience that many a fine bottom has been spoiled for sailing fast, by having
too great a top upon it. This defect may, probably, have sometimes been owing to that unfair
and erroneous method of calculating the tonnage for measurement, by half the breadth for the
depth, for payment, instead of the whole depth with which a vessel is built ; as the latter practice
ought in justice to take place between the builders and owners, to be a check upon those who
want unproportional height, in order to gain more stowage and accommodation for people and
passengers, &c.
« With regard to the dimensions, &c. After recommending the after part of the stern-post to
be upright, which adds some length to the keel more than common, I would recommend the
main or midship frame to be a third of the length of the keel, and to be laid seven twelfths of
the length of the keel from the after part of the stern post ; and the depth of the hollow, from
the main or gun-deck to the ceiling, at the midship or main frame, to be six-tenths of the main
breadth.
«« For instance, suppose a ship to be ninety feet keel, this gives thirty feet beam ; the tenth
part of that is three feet, and six times three gives eighteen feet, for the depth of the hold, from
the main or gun deck a midships, and main frame to the ceiling ; and the lower beams of the
lower deck may be laid higher or lower as may best answer for strength, stowage, or other
advantages, for the trade or other purpose the ship may be designed for. The same rule naturally
points out, that the length of the keel should be three times the breadth of the beam, by which
the stowage, burden, and value of the ship, is to be calculated *.
*« To form the entrance and run of this ship ;—twenty-two feet six inches is her breadth at the
main transom, three-fourths of her main breadth; and the water line of the bow at the harpin,
or lower part of the bends, as well as the buttock at the load mark aft, is to be formed by a
sweep of eleven feet three inches, half the length of the main transom, just as far from the stem
and stern post as to admit the formation of a regular convex water-line curve to the midship
ormain frame. And the rake of the stem is to admit the rabbet for the hooding of the bow
and entrance to form the same curve from the keel upward, as the water line from the stem at
the harpin towards the main breadth. And, from the hoodings at. the stem of the entrance, as
well as at the stern post in the run, all the water lines should form regular convex curves to
* The best proportions for merchant and other shipping, according to the most recent practice, may be seen in folio I.
of the Table of Dimensions and Scantlings hereafter.
158 ON THE PARTICULAR ADVANTAGES OF VESSELS [Boox I.
the main frame and lowest floorings, which are either long and flat for burden, or raising and
sharp for fast sailing; which last must give the advantage, and is absolutely necessary for the
slave trade, to shorten the passage by sailing fast when dangerously crowded *, And the bows
from the lower harpin should flair up to the gunwale to form the bows with a sweep of a chal
of half the main breadth at the gunwale amidships.”
-—vemenminen—
nani
The intelligent author of the foregoing observations, which have been abstracted from many
other of the same description included in his work, exemplified the rules which he thus laid
down in the structure of the ship Hall, of Liverpool; a vessel which, it seems, well answered the
expectations that were entertained of her superior qualities; and of which Mr. Hutchinson has
given an ample detail in his treatise. This detail would, however, be of little utility here; as the
mode of construction which we shall explain hereafter, will be found to embrace all the ad-
vantages to be derived from the improved state of the art. We therefore now pass on to another
division of the subject; namely, a descriptive account of improvements in the construction
of vessels, which have arisen from the skill and Lec oUey of Captain Schank of the Royal
Navy.
§ Ll. oF THE PARTICULAR ADVANTAGES OF VESSELS CONSTRUCTED WITH SLIDING KEELS, AND
OTHER IMPROVEMENTS, INTRODUCED BY JOHN SCHANK, ESQ. A CAPTAIN IN THE ROYAL
NAvy, &c.
Tue only methods formerly proposed for accelerating the velocity of vessels, and prevent their
falling to leeward, &c. were, by diminishing the breadth and adding to wh depth and
length.
‘That a body, moving in water, is resisted according to the figure and extent of surface by
which it is directly opposed, has been sufficiently explained. But, it is to be observed, that
the pressure, and, consequently, the resistance, of fluids, does not depend merely on these par-
ticulars ; but, more especially, upon the depth immersed in the water. For, the deeper a
moving body be immersed the greater resistance will it meet, in proportion to the depth:
¢
and, it will be obvious that, in bodies which move horizontally, the weight of water to be removed ;
must be in proportion to the depth.
It follows, that diminishing the draught of water of a vessel must be a more ean ‘method
of accelerating its velocity than proportionally diminishing its breadth, inasmuch as the resistance
from the under water exceeds that above it.
___ If we estimate the pressure on the sides of a vessel, we shall find that, (ceteris paribus,) it is
three times as great on the lower as on the upper half of that part of it that is immersed; so
* This observation has lost something of its utility, since the infamous traffic and inhuman management here alluded
to have been regulated by the statute 39 Geo. III. c. 80.
Cuap. IiI.] CONSTRUCTED WITH SLIDING KEELS, &C. sas 159
that a vessel, after having its draught of water diminished one half, will be opposed in moving
by one fourth of the former resistance only: whereas, if reduced one half in breadth, and pro-
portionally in weight, it will still meet with half the former resistance (or nearly so), even in
moving in the direction of the keel’s length*.
But, although diminishing the draught of water is, undoubtedly, the most. effectual method
of augmenting the velocity with which vessels go before the wind; yet, as it proportionably
diminishes their hold in the water, it renders them extremely liable to be driven to leeward,
‘and altogether incapable of keeping a good wind. Hence we require the application of a prin-
ciple that counteracts this effect; namely, of that principle which affords most resistance to the
water ina lateral or side direction, and which is found in a perpendicular flat surface. .
’ These principles are combined in the invention which we are about to describe ; and by which
those vessels calculated to sail with the greatest velocity are rendered sufficiently weatherly to
hold a good wind, and thereby of keeping’ a direct course, with as little deflection, as vessels
built much sharper and considerably deeper.
The “ Sliding Keels”’ are a species of machinery so constructed as to slide down to a certain
depth below the bottom of the vessel in which they are fitted, and to be drawn up within it as
occasion may require. The invention promises. the great desiderata of expedition and
safety; and the expectations of its utility have been realized by experience. Whether, how-
ever, it be, or be not, quite perfect, we shall not attempt to decide. But, we trust that it will
appear, from the following observations, that it furnishes, at least, considerable advantages to
the smaller classes of vessels over those of the ordinary description.
On the draught of the Cutter, (Plate XIX.), whose original construction has been highly
approved, may be seen the plan and mode of fitting the Sliding Keels; together with the mid-
ship section of a Cutter constructed so as to be fitted with them. By a comparison of the two,
it will be seen, that the latter, with sliding keels, draws full three feet less water than the former;
which reduction of depth must consequently add to her velocity, while the sliding keels will pre-
vent her from being leewardly upon a wind fF.
In order to give the reader a correct idea of the origin of this useful invention, it becomes
necessary to observe, that Captain Schank is a gentleman who, in his professional capacity,
during the American war, gave evident proofs of his talent for invention and resource on the
Lakes of that Continent. There he obtained the favour and patronage of the present Duke of
Northumberland, then Earl Percy, who was on service with his regiment. His Grace had, so
long ago as that period, discovered a taste for naval architecture, the knowledge of which he
now possesses in an eminent degree: and, in a conversation on the art of Ship-building, betwixt
his Grace and Captain Schank, the idea of Sliding Keels first suggested itself to the latter.
His Grace observing, that “ if Cutters were built much flatter, so as to go on the surface,
“and not draw much water, they would sail faster, and might still be enabled to carry as much
* See, however, the Experiments of M. Buat, p. 114.
+ The foremost keel may be farther forward, and the after one farther aft, than as represented on the draught. Be-
cause, had our Cutter been constructed for Sliding Keels, her boxing would have been farther forward, and her stern-
post need not have raked half so much.
160 ON THE PARTICULAR ADVANTAGES OF VESSELS [Boox I.
“ sail, and keep up to the wind, by having their keels descend to a certain depth; and, that the
“ flat side of the keel, when presented to the water, would even make them able to spread
“ more canvas, and hold the wind better, than on a construction whereby they present only
“ the circular surface of the body to the water ;” Captain Schank coincided in this opinion,
and observed, that if this deep keel was made moveable, and to be screwed upwards into a trunk,
or well formed within the vessel, so as that on necessity they might draw little water, all these
advantages might be obtained.
Captain Schank having maturely considered the principle thus suggested, was fully convinced
of its use and practicability, and afterwards (viz. in 1774) solicited Lord Percy, then at Boston
in New England, to permit him to build a boat for his Lordship upon that construction. He
did so, and it was found to answer in every respect. ‘This boat was nearly 27 feet in length
and four feet in depth. It was fitted with one sliding keel, more than 20 feet in length, by
means of which it was found that the boat could be worked without the rudder.
Captain Schank having afterwards communicated his plans to the Navy Board, in the year
1789, two boats of 13 tons each, were ordered to be built at Deptford; one on the old con-
struction, and the other flat-bottomed, with three sliding keels. Of these, in the year 1790, a
comparative trial was made, on the River Thames, in presence of the Commissioners of the
Navy. Each boat had the same quantity of sail; and, although the vessel on. the old construc-
tion had lee-boards, a greater quantity. of ballast, and two Thames Pilots on board, yet the
vessel with sliding keels beat the other vessel, to the astonishment of all present, one half of
the whole distance sailed; and there is little doubt but that her superiority would have appeared
still greater, had she been furnished with a pilot. '
This experiment gave so much satisfaction, that a King’s Cutter, of 120 tons, was almost
immediately ordered, by the Lords of the Admiralty, to be built on the same construction ;
and Captain Schank was requested to superintend its building. This vessel was launched at
Plymouth in 1791, and named the Trial. Since that time have been built the Cynthia, sloop
of war, and several other vessels; in all of which, it appears, that the sliding keels have fully
answered the expectations of the ingenious inventor; but, particularly, in the Lady Nelson, a
vessel of only 60 tons burthen, commanded by Lieut. James Grant, and sent on a voyage of —
discovery to New South Wales, in the year 1800, where she arrived safely, without the least
damage in hull, masts, sails, or rigging. .
Of the Trial Cutter, we are furnished with the following particulars, written in the year 1791.
“ Tis Majesty’s cutter, the Trial, commanded by Lieut. Malbon, is built on an entire new
construction, with three sliding keels, each of which is inclosed in a case or well; one forward, one
amidships, and the other abaft: they are all worked with great facility, and are not of the least
inconvenience to the crew when manceuvring the vessel. |
* The Trial is of 121 tons burthen by admeasurement ; pierced for 12 guns, mounts 8 carriage
and 4 swivels; length, 65 feet; breadth extreme, 21 feet 4 inches; moulded 20 feet 11 inches;
depth in hold, 7 feet 2 inches. Her bottom perfectly flat; draws only 6 feet and a half of
water, with all her guns, stores, &c. whereas all others of her tonnage, on the old construction,
draw thirteen: so that, by such an easy draught of water, she can go with safety into almost
Cuap. II1.} CONSTRUCTED WITH SLIDING KEELS, &C. 161k
any harbour or creek whatever. In the construction of her, straight timber is chiefly used, by
which article alone (without mentioning the many other extraordinary properties belonging to
her not possessed by other ships) an immense saving is made of one half of the price of build-
ing a vessel of the same tonnage on the old construction. By means of her sliding keels, when
at sea, which let down seven feet below her bottom, she is kept perfectly steady in the greatest
gale; and, when at anchor, she rides more upright and even than any other ship can do. The
keels w6rk as perfectly in a storm as in still water; the vessel does not strain in the least; and
neyer takes in water on her deck. She sails incomparably fast, either before or upon a wind;
no vessel she has been in company with, of equal size, (even though copper- bottomed, which she
is not,) has been able, upon many trials, to beat her in sailing, and yet her sails seem too
small.
“* Her hold is divided into several compartments all water-tight, and so contrived that should
even a plank or two start at sea in different parts of the vessel, she may afterwards be navigated
with the greatest security to any part of the world *: besides, if she should be driven on shore
in a gale of wind, she does not soon become a wreck; for her keels will all be hove up into their
cases, and the ship being flat-bottomed, she cannot easily be overset; and the crew may be
easily saved, by her being able to go into such shallow water.”
The following Certificate, by the Officers of the Trial, corroborates the truth of these ob-
servations.
CERTIFICATE, &c.
«< WE, rae Orricers or His Masesty’s Cutter, Tue Triar, do hereby certify, That the said
cutter, with three sliding keels, does, from the effect of the keels, tack, wear, steer upon a wind,
sail fast, work to windward, and hold a good wind; and that the keels work with ease, and are
not attended with any inconvenience to the working of the vessel. And we also certify, that
we see no difference in heaving up or down the keels in blowing weather, or in a sea; but that
they work equally well in all sorts of weather ; and that these keels are, in our opinion, a great
improvement, and are also capable of still greater improvement. And we farther certify, that
when the vessel rolls deep in a high sea, we do not observe that the keels strain the vessel, the
wells, dock, beam, or sides, or are in the least attended with any bad consequences; but, on
the contrary, when down, make the vessel much easier, and prevent her rolling so quickly. And
we do further testify, that we never were in any vessel of her size and draught of water that -
% The illustrious Dr. Benjamin Franklin, in a letter to Alphonsus Le Roy, published in the second volume of the
American Philosophical Transactions, noticed a plan for dividing vessels into compartments rendered water-tight, upon
a principle similar to that recommended by Captain Schank, in the following words. “ While on this topic of sinking,
we cannot help recollecting the well-known practice of the Chinese, to divide the hold of a great ship into a number
of separate chambers, by partitions tightly caulked, of which you gave a model in your boat upon the Seine; so that
if a leak should spring in one of them, the others are not affected by it; and, though the chamber should fill to a level
with the sea, it would not be sufficient to sink the vessel. We have not imitated this practice; some little disadvan-
tage it might occasion in the stowage is perhaps one reason, though that I think might be more than compensated by
an abatement in the insurance that would be reasonable, and by a higher price taken of passengers, who would rather
prefer going in such a vessel. But our seafaring people are brave, despise danger, and reject such precautions of safe-
ty ;—being cowards only in one sense,—that of fearing to be afraid.”
Y
162 ON THE ADVANTAGES OF VESSELS [Book I.
‘sailed faster, or carried a greater press of sail, or made better weather. And we also testify,
that such of the seamen who have sailed in Cutters say, ‘ that they never were in one so dry,
or that made such good weather.’ ' We farther certify, that it is our opinion, that, if the four
bulkheads in the hold were taken away, and that her masts and sails were in proportion to her
tonnage, and that she was coppered, notwithstanding her uncommon strength, she would sail
much faster than she now does. And we also certify, that, from the 3d instant to the date
hereof, we have never been in company with any vessel (the Atarm custom-house lugger ex-
cepted*) that we can with justice say has beat the Trial. We further certify, that we came
into Teignmouth in order to satisfy ourselves with respect to the condition of the wells and keels,
before we reported them to your Lordships; and, having cleared the hold near them, do not
find that they are in the least degree affected, or do'‘leak, or are evendamp. And, lastly, we
certify, that we have attended strictly to the Instructions given us by Captain Schank, and have
found them, with his observations, to prove the utility of the keels, and their effects on the ves-
sel’s working and sailing ; all of which we hope will meet with their Lordships’ approbation.
Micasau Matson, Lieut. Commander.
Wirttam Mine, Master.
Wititam Matter, Midshipman.
« TRIAL, Joun Wricut, Midshipman.”
“ Teignmouth, Feb. 21, 1791.”
Construction, &c. The Sliding Keels of the Trial were made of three-inch oak planks, bolted
together; they were all 14 feet in length; the middle keel six feet in breadth, and the fore and
after keels three feet. Each was inclosed in a case or well, and worked by a winch, &c, as
represented in the Engraving f+.
The bulkheads of the wells are grooved and tongued together, and the joints laid with thin
flannel and white lead; the foremost and after ends being inclosed with a large stantion having
rabbats to take the bulkheads, as may be seen in the thwartship section and plan of the after
keel. In the plan may also be seen the method of tongueing together the main keel and keelson.
Some have used iron for the latter purpose, but we would propose good dry fir, for all the
tongues, in preference.
The Keels should be put together as shewn on the figure of the foremost keel in the draught ;
that is, the bolts should not be driven throughout the whole breadth, as by this method the keel
would be nearly cut off; but every two pieces should be bolted together as represented, dividing
or spacing the bolts so that they may only partially wound the keel. Then copper or iron
straps, let in flush, may be bolted across, as shewn on the plate.
* The Alarm being much longer, having more sails, and being copper-bottomed, ought not to be put in comparison.
+ In answer to any suspicion that the apertures in the keel must weaken the frame, and the trunks hurt the stowage ;
it may be observed, that the Cutter, after 18 months constant cruising in the Channel, was found, on a minute inspec-
tion in Woolwich Dock-yard, to be perfectly free from any appearance of defect that could possibly arise from being
weakened or strained by the sliding keels.
Cuap. UI.) CONSTRUCTED WITH SLIDING KEELS, &c. 163
Caprain Scuank has comprehended the advantages of the Sliding Keels under the six follow-
ing heads:—1. That vessels thus constructed will sail faster, steer easier, and tack and veer
quicker, and in less room: 2. They will carry more, and draw less water: 3. They will ride
more easy at an anchor: 4. They will take the ground better: 5. In case of shipwreck, of
springing a leak, or of fire, they are more safe and more likely to be saved: 6. and, lastly,
that they will answer better as men of war, bombs, fire-ships, floating batteries, gun-boats,
gun-batteaux, and flat-bottomed boats for landing troops.
1. With respect to vessels, so constructed, sailing faster, he says, it has ever been his opinion,
that a ship’s sailing fast does not so much depend upon her being sharply built, as it does on her
depth in the water ; because, water is the less easy to divide the deeper it is; to ascertain which,
figures of different forms may be sunk to greater or less depth. Such experiments have been
made by him, and their results have determined his predilection for the sliding keel.—Suppose a
frigate drawing 17 feet, and another alike in burthen, drawing eleven; the last has a body of
six feet less to divide, opposing only three, two, or one, keel, as may be found necessary to
make her hold a good wind; while the other has six feet depressed, or about one third of her
real size opposing the water: of course, she has a body to displace and force through, equal to
the difference between 11 and 17 feet, and the deeper the stronger. North-country-built vessels, or
those in the coal trade, are proofs of this observation. These vessels generally draw about one-third
less water than other English vessels; yet, when employed as transports, they are found to sail
as fast as any others; and, when going before the wind, in ballast or half loaded, they frequently
beat the King’s ships. Now, when these vessels come close-hauled on a wind they drop to
leeward; but, had they sliding keels, it may be presumed that they would have the advantage
of all others. The Dutch take little pains to make their trading vessels sail, yet when these
are light they sail fast before the wind, and this by reason of their small draught of water.
That nation has likewise other flat vessels; such as pilot-boats, yagers for carrying the_first her-
rings to market, and pleasure-boats, all of which have lee-boards, by the help of which they
sail as fast as most. other vessels in the northern seas. Vessels with sliding keels will steer better,
be safer, and receive many advantages in consequence of steering easy, and with little helm.
The use of the sliding keels, in steering, is seen in every action of the ship’s movement; by the
sliding keel the ship’s course is kept in a more direct line, for the easier the ship steers the
nearer she goes on a given point, and the ship’s hull, as well as the stern-post, rudder, masts,
rigging, and sails, are less stramed*. In place of two, three, or four, men at the helm, the
largest ship may be steered by one. This is a great advantage ; for it is not uncommon that
yessels steer ill even in fresh breezes or light winds, so as not to be able, when the wind is on
their quarter, to Carry all their sails, and thereby are necessitated to go one or two knots an
hour slower. Through such defect, and with such a wind, they lose in the twenty-four hours
as many knots, or double that number. ‘This in the distance, besides what may be lost in lon-
* The Trial cutter, in which the experiment has been made, when brought-to, with all her keels up, will drive to
leeward, leaving her wake over the weather beam; but, on the keels being hove down, she proportionably lessens her
drift and fore-reaches ; nay, if the helm be given, and all the keels hove down, she will, from one knot or two, in-
crease her motion to four or five; and so in proportion, and according to circumstances.
164 ON THE ADVANTAGES OF VFSSELS [Boox I.
gitude or latitude by an incorrect course. Hereby the loss of the ship might be occasioned ;
for even with a good observation the error of the longitude cannot be rectified. But, if no |
observation should happen to be taken, and the steerage be wild, the error may be great, and
the ship in danger in making the land. But the worst consequence of a difficulty in steering, is
what it is to be feared has too frequently happened, though rarely heard of, and that is, the
ship’s broaching-to. This, though sometimes the consequence of a wild or careless steerage is,
more frequently occasioned by strong gales and tempestuous seas. Thus, for instance, a ship
scudding before the wind, or quartering, having little sail set, and that low, such as a reefed
fore-sail, when between two seas, is almost becalmed, and therefore loses her way: the next or
following sea raises her stern, her bow inclines downwards, the cutwater having a different
direction from the intended course, the stern by this is lifted so high that the rudder has little.
or no power, it being almost out of the water. In this situation, the ship pressed on her lee-
bow, by the water having got on the weather quarter and the ship on the top of the sea, she
flies with such violence as to bring her head round ; and then lying on the broadside, she plunges
with the greatest velocity imto a high or raging sea, the water breaks into her, washing and
carrying away every thing off the deck, frequently some of the crew; and it is to be
feared that, by such accidents, vessels themselves go to the bottom, and are no more heard
of. Now, there is nothing more clear and certain, than that sliding keels counteract these
dreadful effects; for, in a fresh breeze, or light winds, all possible sail may be made without
regard to the wind, or on what mast sail is carried. ‘The moment sail is made, and the course
shaped, the keels may be raised or lowered, until the ship is found to steer easily, and with
little helm, by which means quick progress is made, a straight or direct course, and an easy
ship. To prevent the dreadful accident of the vessel’s broaching-to, no more need be done than
to heave the main and fore keels up, and Jet down as much as is thought necessary of the after
keel; and if enough of it is down, it is impossible that any ship can meet with this accident.
Vessels having three, or only two, sliding keels, must tack quicker and in less room ; because
the foremost keel and the after one have each an effect on them nearly equal to the rudder.
Therefore, when going about, or working to windward in a narrow channel, river, &c. where
the vessel has little room, they may venture to stand nearer the shore, being more certain of
not missing stays. ‘Thus, for instance, in tacking or going about, it has been experienced that
to heave up the after keel and let the fore keel close down, at the same time putting the helm
a-lee, will make the vessel come much faster round than if she was without sliding keels. Indeed,
in the latter case, the difference is so great, that it is as much as the men can do to work or
attend the sails, and in a fresh gale they can scarcely trim them in time. The next advantage
from the fore keel is, that being hove up as soon as the ship is right with her head to the wind,
it remains ready to prevent what happens to most square-rigged vessels, her falling round off,
and thereby losing a great deal of ground, time, and tide: therefore, the instant the sails are
full, and the vessel has hauled off, and is falling off more, the fore keel must be hove down,
which will stop her; and, with the least headway, she flies to as fast as if coming about; and
even must be prevented coming round by again raising the fore keel a little up. Vessels with
this construction, wanting to veer, are to heave up the fore keel and heave down the after keel 3
Cuap. III.) CONSTRUCTED WITH SLIDING KEELS, &C, 165
and, if it be requisite to veer very quickly, the main keel should be hove up also ; vessels will then
turn or come round as if upon a pivot, the rudder being used at the same time as in common
cases. The reason of this is plain; for the fore and main keels being up, and the after keel
down, the latter acts as a rudder, and hinders reaching, the effect of it being not unlike what
would be produced by a rope fastened to the stern of a vessel in the tide’s way, which, the mo-
ment her head is at liberty, would swing round with her stern to the tide. In like manner, a
vessel drawing more water aft than forward, when she takes the ground with her keel, turns her
head round from the sea or tide.
2. Vessels with sliding keels will carry more freight and draw less water. It is well known
to every person conversant in naval architecture, that different constructions of vessels cause a
difference in the quantity carried. Vessels sharp fore and aft lose a great deal of stowage, and
~ some of them carry the floor so straight and narrow the whole of their length, that by looking
down into their holds the difference is easily discernible by the eye. For this reason it is
impossible that a true measurement can be made; so that, notwithstanding all that has been
written on the subject by mathematicians of different nations, no method will ever be discovered
to ascertain a true measurement of vessels until they shall be built more alike. It has been ob-
served, that some vessels of the same measurement would not take in near the quantity they
measured, whilst others took in more than theirs, and, moreover, carried it with ease. But, if
yessels sharp built could be brought to hold their measurement, they would not be able to carry
it, owing to their sharpness forward, which would cause them to pitch and ship water. This
difference is constantly to be observed as proceeding from the vessel’s construction. Sharp ves-
sels go down so fast, that by the time they come to their bearings they are full, and frequently
not nearly loaded ; whereas those of flat and long floors go down slowly; and, having the quan-
tity according to what they measure, have still room for more, and are high out of the water.
The improvements, therefore, which remain to be made in ship-building, must be tried on a long
and flat floor; and, by improvements herein, there is a promise of every advantage that can be
derived from the use of shipping. On the plan of long and flat floors every thing can be ob-
tained, except working to windward; and if sliding keels answer the expectation hoped from
- them in that respect, the point is gained, and. vessels will in general hold more than they can
carry ; whereas at present the contrary is the case with sharp built vessels.
That vessels thus constructed will draw less water is demonstrable, from the largest vessel in
the world to the Indian canoe, ‘The collier, the coal-lighter, corn-barge, bean-cod, all afford
proofs that the flatter a vessel is, the less water she draws; because the more space a body covers
on the surface of the water the less it will sink in it.
3. Vessels constructed in the manner herein described will be more easy at an anchor, by the
same reason that they sail faster, carry more, and draw less water. In proof of this assertion
the same instances may be adduced. The North-country shipping, andDutch fishing-vessels,
ride at an anchor when no other vessels can; and this because they have long floors, are full
fore and aft, rise and fall easier, that is to say, do not pitch or plunge so violently as sharp-
built vessels, but have a rolling motion when at anchor, which greatly lessens their pitching and
plunging. In consequence, they do not strain the cables or anchors, or the hull, so much as
166 ON THE ADVANTAGES OF VESSELS {Boox I,
,
vessels built on a sharp construction. It is a great advantage in navigation to be able to ride at
anchor safely, Voyages may be undertaken with such security, that durst not be attempted in
vessels that do not ride well at anchor. Captain Cook, whose practical knowledge of naviga-
tion, and the properties of a vessel, stood, perhaps, inferior to that of very few persons in the
world, gave a decided preference to a flat-floored vessel, as being best calculated for a distant
and perilous voyage, in consequence of her peculiarly possessing those valuable properties just
enumerated.
4. Vessels constructed in this manner will take the ground better, and sit more upright, and
easy than others. Flat-floored vessels, not having a rank keel, when on the ground, sit so that
every part of their bottom, from the forming of the entrance forward to the run abaft, bear
equally on it; therefore, unless the ground be as perpendicular as their sides, little danger can
be apprehended. If the sand or rock be the length of the ship’s bottom, or whatever length it
be, if nearly even or flat, so much of the vessel’s bottom will rest on the ground, and she will
certainly not be strained so much as if only a small part of the middle of the vessel touched ;
which must be the case with a sharp-built vessel. ‘They who haye seen vessels take the ground
must have observed, that sharp-built vessels, (in which number may be included the ships of war
of all nations, the Dutch excepted) the instant they do so, heel in proportion as the water leaves
them. Supposing a frigate in this situation, when the water is gone from her, the gunwale
would be little more than the height of a man from the ground, and the ship would lay along |
so much that no one could walk the deck. Thus situated, the vessel would strain so much,
from the weight of her masts, guns, rigging, &c. that she would be ruined, even if she were
to get off. ‘But if, ou the flowing of the tide, it blows the least wind, so that the necessary
assistance cannot be given her in the act of righting, she will be filled with water by the hatch-
way before it flows high enough to float her. Suppose a flat and a sharp vessel in company, and
both running aground in a sea, the flat vessel runs on or sticks fast, in either of which cases
she sits upright, but the sharp vessel heels in both. The heel the latter takes exposes her to the
sea breaking upon her, and by that means either fillmg her, or washing the crew off the deck: —
whereas the vessel which sits upright runs none of these risks, and, unless the bottom is beaten .
out, the chance of saving crew, ship, and cargo, is greatly in favour of the flat-floored vessel.
This is so well known to seamen, that both English and Dutch flat-floored vessels coming
into harbours where the ground is even, no matter whether soft or hard, so it be smooth, have
run aground in the hardest gales rather than be at the trouble or risk of bringing up: by this
means they avoid the danger of breaking their cables and anchors, or running on board other
vessels. It is remembered that a fleet of transports, coming into Cork harbour for troops in a
hard gale, did so, when a sharp vessel, through mistake, following the example, was nearly lost.
5. In cases of shipwreck, springing a leak, or of fire, vessels thus constructed are safer, and
more likely to be saved. The reasons last given explain the advantages such vessels have in
case of shipwreck; however, let it be added, that the vessels thus recommended would possess
a superior degree of security if built as nearly as can be solid; that is, all the frame of timber
put so close as to be caulked in the same manner as the plank on the outside. And, if the plank
or ceiling of the inside were equally caulked, the yessel by this means would be much stronger,
Cuap. II.) CONSTRUCTED WITH SLIDING KEELS, &C, 167
and of course would bear more beating on the rocks, sands, &c.: then, if the rocks, &c. occa-
sion a leak, if this leak does not go through, it will be stopped in its progress by the caulking:
but, if it does go through, it will more readily be heard, and of course more easily come at to
be stopped. If a rock is the cause of the damage, and it goes half-way or two-thirds through,
and sticks in the vessel, it becomes a plug for the hole it makes; and, if it drop out, even then
it will not occasion a leak. But, if the vessel be divided into many equal rooms, or different
holds*, supposing a hole to be so large that all the pumps in the ship, and twenty more, can-
not clear away the water that rushes in, it will then only come into that single part or division
in which the leak happens to be, and will flow in no longer than till it is raised withinside to the
level of the sea without. The vessel would, in this case, be in no more danger than before, nor
would the hull be loaded or depressed in the water. The difference of construction prevents a
flat vessel from oversetting as soon as a sharp vessel; and her setting upright admits of her
crew working and loading, or unloading her, as the circumstances may require. Add to all this,
that inestimable advantage which the one vessel has over the other, of drawing so little water.
By this the flat vessel is enabled to sail over those very rocks on which the sharp-built one will
_ strike ; and admits of the former going into shallow water, where the violence of the sea be-
comes less and less the nearer she approaches the shore.
The reasons given why vessels built upon this construction stand a better chance of being
saved, in case of shipwreck, will in a great measure apply to the circumstance of a ship spring-
ing a leak at sea, as the effect and appearance of the one correspond with the other, though
proceeding from different causes. In the former case you are supposed to be forced on the shore
or rocks by the sea, wind, or tide; but, in the latter, to be in the ocean on your voyage at a
great distance from land: your ship springs a leak which seriously alarms you; you see that
you cannot pump out the water ; your cocks in the bulk heads being turned directly, shew in
what part of the ship the leak is; you then try with all your pumps to empty'this hold, division,
or room; not being able to pump it out, you try to get out of that part of the vessel what is
in it, and if youcan only see the bottom of the ship you will see the leak, and it must be directly
stopt. Whereas, in the present construction of ships, the great inconvenience is, that the water
‘may come from any other part of the ship, and the real situation of the leak remain undiscovered.
In the case now put, supposing the worst, and that you cannot stop the leak, then putting into
that part or division of the ship such things of your cargo as will not receive damage by the
wet, and applying the pumps to the other parts, you proceed on your voyage with very little
difference, as if no such accident had happened. It may be further observed, that the more
things you put into the damaged part or division of the ship the better, as it will lessen the
quantity of water, and the weight of its motion in the rolling of the ship. As ships on this con-
struction will be more solid, it is a great chance if, in case of a shake in a plank or timber, or
* Captain Schank is here alluding to his plan of dividing the hold of vessels by separate bulkheads, sufficiently
secured against any communication of water from the one to the other, except by cocks, to be used in case of neces-
sity.
168 ON THE ADVANTAGES OF VESSELS [Boox I,
a butt end starting, water will find its way more than a few inches; for every part of the plank,
inside and out, being closely joined together and caulked, it is impossible it should, unless the
leak or hole be directly through. The same observation may be made on a shot or shots strik-
ing the ship betwixt wind and water, or even below the water mark ; whereas, according to the
present construction of vessels, if a shot only splits or shatters the outside plank, or goes through
into the timber or ceiling, it occasions a leak of a more dangerous nature, than if it went through
the ship’s side or bottom ; because, in the one case, the water running in can easily be discovered,
and may be stopt from the inside; but, in the other, it may run in at the middle of the ship,
and oozing fore or aft amongst the timbers, may make its appearance in quite a different place.
As already mentioned, in -vessels built on this solid construction, the shot sticking in the ship _
would make a plug for its own hole ; and the same observation will apply to accidents occasioned _
-by rocks, sands, or other violence that ships meet with, by which leaks are generally occasioned ;
and wherever a leak may happen to be, the new invented method of stopping leaks can be ap-
plied with more certainty of success.
Vessels divided according to this plan, having three, four, five, six, or more, holds, catching
fire in any one of such divisions, have, in the first instance, the advantage of containing all the water
thrown in by pumping, &c. in one hold or division, and can have pipes or leathern hose below the
water line to communicate with the three wells. By applying all those to the place on fire, which
can be done instantly, no ship can burn below the water line ; so that all the water drawn or pump- —
ed. will be applied to keep the fire from the upper works, rigging, &c. : and by this means the ma-
gazine can instantly be drowned, or any part of the ship where combustible matter is, can be
filled with water. The crew then have every encouragement to stick by the vessel, and endeayour
to extinguish the fire: and, if the vessel be in company of other ships, each ship will come as |
near as possible to that which is in distress, and send boats, men, and engines to her assistance.
Whereas, according to the present construction of vessels, a man seeing a ship on fire, and
knowing that ship to have powder on board, will not approach her for fear of her blowing up,
and thereby involving his own ship in her fate. This was the case with his Majesty’s ship St.
George, the surrounding vessels not daring to render her any effectual assistance, from the
apprehension of her magazine exploding ; whereby, though every exertion was made to save
her crew, numbers of them were either burnt, drowned, or blown up.
6, and lastly, ‘That vessels thus constructed will answer as men of war, bombs, Guo chiall
floating batteries, gun-boats, gun-batteaux, and flat-bottomed boats for landing troops.
The advantage of the wells in filling.the magazine with water has, in some measure, been
already explained, yet it may not here be improper to mention, that a convenience of this kind
has long been a favourite idea with, and the earnest wish of, the greatest officers of the navy.
The ingenious Sir Charles Knowles, and Captain Bentinck, with many others, had this object
much at heart, but the opposition they met with, and other views, prevented either of them from
accomplishing what they so much wished. Captain Bentinck formed plans, not only for the
magazine, but for every store-room in the ship. The great difficulty with him was in placing
Cuap. IIT.] CONSTRUCTED WITH SLIDING KEELs, &C. 169
the cocks; but had sliding keels and these wells * been at that time invented, the speedy and
easy conveyance of the water would soon have been seen, and there is no doubt would have
been applied as has been herein already proposed. In almost every class of vessels having the
magazine either fore or aft, the foremost or after well might be so constructed with it, as in time
of action to keep every thing damp.
Re
>
To the foregoing observations, may be added that, as the situations of many harbours render
them very difficult of access, by means of shoals, &c. the approach of ships to towns and forts,
which are required to be attacked or bombarded, are thereby often rendered both difficult and
dangerous. In expeditions of this kind great impediments have been observed to have arisen
from the sharpness of vessels, and their great draught of water. The circumstance of drawing
much water prevents them from getting near the object of attack, and often occasions, perhaps,
the failure of an expedition, from their being obliged to wait for a full tide, which gives the
enemy an opportunity of discovering the design, and taking measures accordingly. With regard
to the sharpness of vessels, besides the inconvenience of drawing more water, they are subject
likewise to another, from the aukward manner in which they take the ground. For, supposing
a sharp-built vessel to get near enough to the object of attack, and to be left in that situation
_ by the tide, she cannot throw her shells, because she will be lying almost on her broadside.
Being thus exposed to the fire of the enemy, without ability to return it, it is more than’ pro-
bable that before the tide return she will be taken, or the water flow into her before she rights.
But vessels built flat and solid, as on the plan herein before recommended, will not be equally
liable to these inconveniences ; the circumstance of drawing less water will enable them to come
nearer the object of attack, remain there longer, and withdraw easier from it ; even should such
vessels be left by the tide, they might remain during the ebb, doing their ty equally as if
afloat.
All the inconveniences now just before pointed out in the case of vessels sharp-built, and
having a great draught of water, apply to fire ships, &c. But some advantages may be enu-
merated as derivable to fire-ships from sliding-keels, which could be of no use with respect to
bombs. Such’as when, in certain situations, opportunities occur by placing the keels, and
so making sail, that fire-ships may run on a direct point, and do the duty required amongst
shipping in a road or harbour, or against a town near the water ; and it is to be presumed, that
with fire-ships thus constructed, it is practicable not only to set fire (if no boom) to a fleet in
a harbour, but at the same time so effectually to destroy the harbour itself as to prevent the
ships that should not be burnt from coming out, or any other ships of the line from going in.
Many of the reasons given in the two last cases against sharp-built vessels, and in favour of
those on a flat construction with sliding-keels, apply to floating batteries, gun-boats, gun-
batteaux, and flat-bottomed boats for landing troops. If a floating battery is to be built, it
* The wells here spoken of are the grooves in which the sliding keels move: and by which they are raised up or
lowered down. They may have cocks let into them on either side.
Z
170 ON THE ADVANTAGES OF VESSELS [Book I,
should be constructed suitable to the place and object it is intended for, whether it be to go to
sea, or to work up rivers; to run a certain distance before the wind, or be towed by boats
to the place where they are to act. In either of these cases a variation in the construction
would be required; but the most considerable part of the improvement would be in making
separate bulk-heads, which in batteries or boats the more numerous the better. For instance ;
suppose gun-boats are attacking a vessel or fort, or a great number of flat-bottomed boats landing
men, if a large shot strike any one of these boats and go through her, the boat must inevitably
sink, to the great alarm of the men in the other boats; but, if these vessels are built with bulk
heads, the water only can come into two or three places ; and unless the shot goes in below the
water line at one end of the boat, she will not sink, nor will the men in the other boats know any
more of a shot striking her, than of a man being killed.”
Thus much Captain Schank has delivered respecting the advantages resulting to vessels con-
structed with sliding keels, and applicable to ships in the service of government ; the observa-
tions which follow apply more particularly to trading vessels, and the general improvement of
navigation.
1: Vessels thus constructed will sail better as coasters of all kinds, and for the coal trade,
The advantages which coasters will derive from this construction are many. It is certain that
great numbers of them are lost owing to their great draught of water ; and it is also well known
that their passages are frequently much lengthened, by their being obliged, when the wind is
contrary, to run to leeward to get a good harbour or roadstead. In such cases, if they drew a
few feet less water, they would go into many harbours, which they are now obliged to pass,
But the inconvenience does not rest here, for even when they arrive at the intended port, they
are, perhaps, often obliged to wait several days for a spring-tide, which, when it comes, a gale
of wind probably prevents them from taking advantage of, and getting in: and, often the same
time may be lost in getting out of the harbour. Besides loss of time, and consequent expence
to the owners. All which would, in a great degree, be prevented, were these vessels of a smaller
draught of water. According to the plan herein recommended, vessels of one hundred and
twenty to one hundred and forty tons, would not draw, when loaded, above five feet and a half
of water at most; and all other vessels in the same proportion. ‘Those who are concerned in
shipping, and know what water vessels of such burden at present draw, must see with astonish-
ment the advantage of this construction ; which would likewise prove more convenient, as such
vessels would not require a pier to lie to, and are capable of being moored in any part of a
harbour ; and, if the ground admit of it, carts, &c. might come along side, and load or unload.
them, which would also. save a great expence.
2. Vessels built on this construction would answer in canals; where the canal is above four
or five feet deep. Let us suppose the Duke of Bridgewater’s canals, and all others now made,
or to be made in the kingdom, to be equal to the depth of the Scotch canal between Glasgow
and Carron, the locks to be from sixty to seventy feet long or more, and from twenty to twenty-
six or more wide ; in such a case, all the trade from any part of the inland country adjoining to
the canals could load at any public place, town or village, where a manufactory was carried on ;
and proceed to the most distant parts of the known world without the assistance of any other
_
Cuar. IIT.] CONSTRUCTED WITH SLIDING KEELS, &C. 171
craft. This idea is submitted to the consideration of all those who are concerned in such public
undertakings.
3. Vessels thus constructed would be exceedingly convenient to carry corn or mixed cargoes,
part of which it is required to keep separate. ‘This is certainly a great convenience when it
can be obtained without lessening the tonnage, and bulk heads will serve to separate the
cargo, let it be as opposite as iron and gun-powder, ‘The bulk heads answer as separate apart-
ments, or like shifting boards, either for corn, salt, &c. There is, perhaps, nothing, except masts
which such a vessel will not answer for, better than any other.
4. Vessels built with sliding-keels have the advantage of all others in case of losing the rudder.
Although what has been said respecting the effect of the fore and after keel, and the main or
middle keel, are sufficient to prove that vessels with three sliding keels can, in. case of losing
the rudder, be instantly steered with the keels either on a tack, or working to windward ; yet,
as experiments have been made, and the efficacy of the keels sufficiently ascertained, it will be
necessary to refer to the certificate made by Lieutenant Malbon of the Trial cutter and his
officers, to the Lords of the Admiralty ; in addition to which, says Captain Schank, I can offer
the testimony of the ingenious James Temple, Esq. of Stove, inthe County of Devon, who sailed
several leagues in the same vessel, only using the keels. “ I myself, (he further adds) on many
occasions, in the presence of sea-officers of different ranks, steered and worked that vessel in
every manner possible, with the keels only: but a still more flattering and more honourable
proof remains, as this experiment was made in presence of his Majesty at Weymouth, who
was pleased to condescend so far as to examine the construction of the cutter, and to order her
to sail in company with him, when signals were settled, by which she was to steer and work
to windward, with the keels only ; which was done, and his Majesty signified his most gracious
approbation.”
-§. Vessels on this construction will last longer than those built according to the present
mode. Long experience has discovered that nothing destroys timber so much as being some-
times wet, at other times dry; sometimes being exposed to the air, and at other times air ex-
cluded from it. This is not the case with ships built according to the construction which has
been herein often, but it is hoped not inconsiderately, recommended. It is generally known
that the bottom of a ship seldom rots in less than fifty or sixty years ; and some even last longer,
though the upper works decay much sooner. This may be imputed to the distance the timbers
are from each other, or to the circumstance of the ceiling not being caulked, which defects
admit of a quick succession of different sorts of air, heat and cold, wetness and dryness : but,
according to the plan of making the ship more solid, these would, in a great measure, be ex-
cluded, and ships would last at least one third longer, if not double the time, they do at
present *.
* For farther particulars of the advantages of Captain Schank’s Improvements, together with copies of certificates, &c,
See Lieutenant Grant’s interesting “ Narrative of a Voyage of Discovery, performed in his Majesty’s vessel the Lady
Nelson, of 60 tons burden, with sliding keels, in the years 1800, 1801, and 1802, to New South Wales.” This volume
contains, among other Engravings, a large draught of the Trial Cutter, and other vessels fitted with the sliding keels,
shewing the mode of construction, &c.
172 ON THE ADVANTAGES OF VESSELS | Boox I.
2. PROPOSED IMPROVEMENT ON CAPTAIN SCHANK’S PLAN OF FITTING SLIDING KEELS,
Avy eminent ship builder on the River Thames, by frequently revolving in his mind the invention
of the sliding keels, as fitted on board the Trial Cutter, conceived that a considerable improve-
ment of them might be made; the description of which we will lay before our readers in his
own words. “ It is generally known, that the principal utility of these sliding keels is, in
preventing vessels falling off to leeward, when working to windward: which intention they no
doubt answer as much as can be expected from them in their present state. What I have
now to advance, as an improvement in them is, to alter their direction from the plane of the
keel, occasionally, that they may not only prevent the vessel from falling to leeward, but have
another superior power of forcing her up to windward. ;
« For which purpose, I shall propose, in the construction of the vessel, (suppose about the
size of the Trial,) that she have a flat body, to take the ground well, and stow a large cargo ;
that the keel be four inches and a half thick, from the fore part of the foremost to the aftpart
of the after well; but, thence forward, and thence aft, to increase to a proper depth, to admit
of the boxing of the stem, and tenanting of the stern-post ; which may easily be done by gra-
dually raising the rabbet for the garboard strake, which in midships would be two inches above
the lower part of the keel; and, to prevent the keel rubbing away, on each side, to fasten a
thin iron plate with nails along the midship part. (See the Draught.)
« From the forepart of the foremost to the aft part of the after well, the keel to be two ‘ell
two inches broad; and thence forward, and thence aft, to diminish to the proper siding of
the stem and stern post. In the inside to have two keelsons, three feet from each other, equally
distant from the middle line; and, to extend so from the fore part of the foremost to the aft
part of the after well; and thence forward, and thence aft, gradually to close-towards each
other, till they meet, and. scarph together forming one keelson. ‘The heels of the lower futtocks
I should not require so long as is common, but propose to have chocks to go across the keel
and scarph to the heels of the lower futtocks, on each side under the keelsons; to bolt the
keelsons through every floor timber, and through the chocks and heels of every lower futtock in-
to the garboard strake ; and for the keel to be fastened by two small bolts, through every floor
timber, each about eight inches from its middle line; and one through every cross chock at
its middle line; for the steps of the masts to-go across from keelson to keelson, and bolt
through them ; and to fill up with iron ballast all the vacant room that is aft between the
keelsons ; which ballast lying so low, will increase the stability of the vessel, and the keelsons
will prevent its shifting.
“ Inever yet heard any satisfactory reason given, why the midship sliding keel should be -
twice as wide as the others; and, as I think it tends to weaken the vessel where she requires the
greatest strength, for that reason (and for another which I shall mention hereafter) I rather ap-
prove of each being four feet six inches wide. There will be no deviation required from the
usual method of building every other part of the vessel.
Being so securely fastened below, in the manner described, she will be sufficiently strong, after
Cuap. IIT. } CONSTRUCTED WITH SLIDING KEELS, &C. 173
the mortices are cut for the sliding keels, through the main keel, which I propose to be done
in the following manner : (See foremost keel on the half breadth plan, Plate 19.)
«© Let AB be the middle, CD and EF the breadth of the keel (two feet two inches), G the
after end of one of the mortices, and H the fore end ; the width of the mortice at the fore end
H is twenty inches, at the after end G it is eighteen inches, and at the centre I (which is two
feet six inches from the fore end H, and but two feet from the after end G) it is three inches,
that being rather more than the thickness of the sliding keel. The wells to be built up in the
same form, observing that there be a strong stantion fitted up on each side of the angles II:
The sliding keels which, when quite down, may be I will say six feet below the main keel, to be
hung thus; to fix gudgeons to the stantion on the starboard angle I, one about the upper part
of the main keel, another six feet above that, and a third, six feet above the second ; which
last will be nearly as high as the upper deck. On the starboard side of the sliding keel, to fix
three long irons of six feet each, to work in these gudgeons; the upper end of one, six feet
above the lower end of the sliding keel; another six feet above that, and a third as much above
that ; these will admit the sliding keel to go down six feet. That a groove be cut from the top —
to the bottom of the larboard stantion (at the angle I,) to bring a small rope or chain, which
is to be fastened to the larboard side of the sliding keel, about five or six feet from its lower
end, and lead up in this groove to a winch on the deck, to be fixed there, for the purpose of
heaving it up, or lowering it down. Having thus far explained the manner in which I propose
to have the vessel built, the wells formed, and the sliding: keels hung, I beg leave to enlarge a
little on the advantages which it appears to me a vessel will derive from them in going to
windward. .
« The sliding keels, as they are now fixed on board the Trial (from the description I have ever
had) are let down through mortices of a parallel width ; equal to the thickness of the sliding
keel, and parallel to the middle line of the keel, consequently when down, cannot deviate from
that, direction.
« In the manner I propose, when they are lowered down, they will form a plane diagonally
to that of the keel; which I will describe. (See the foremost keel in the Draught.) Suppose W
- the windward,. and L the leeside, and the light part the sliding keel, in the mortice ; AB the
middle line of the keel, and B the forward ; then, as the vessel moves a head, the water strikes
against the lee side of the sliding keel, in a certain direction, the impulse of which will force the
vessel up to windward.
« Itistrue, they will prevent the vessel from going through the water so fast, as if they were
in a parallel line with the main keel; but we should consider likewise, that this very impedi-
ment forces the vessel to windward in a much greater degree ; and, as the water strikes against
them obliquely, the resistance is not so considerable: and the impulse of the wind will act
with greater power on the sails, in forcing the vessel a head by her not yielding to it in fall-
‘ing to leeward."
« The faster a vessel moves through the water, the more the keels in this diagonal direction
will force her to windward; I propose, therefore, that she should be kept a point, or a point
and a half more free than is necessary ; and, I think, she would then be forced up considerably
174 ON THE ADVANTAGES OF VESSELS, &C. ~ [Boox I.
to windward of her course. The keels being all of one- width, will form the same angles to the
plane of the keel; which they could not do were they of different widths ; and I think it would
be as well to have the midship one as near the centre of gravity, and the fore and after ones as
nearly at equal distances from it, as possibly can be, for. the masts; so ‘that, when they are all
down, they may aifect the steering of the vessel as little as possible ; but that could always be
rectified, by heaving up the foremost or aftermost one a little, as may be required: the keels
being below the body of the vessel, the direction of the water to the rudder will never be al-
tered by it; nor the rudder lose any of its power in steering the vessel, provided they so re-
gulate the keels, when she is upon her course, that a small helm may then keep her steady.
There is only one time in which these keels will not answer every purpose of the rudder, and
that is, when sailing in shoal water they cannot be lowered. And, at the time when the action
of the rudder is most wanted, these keels will be of great service; no danger of a vessel ever
missing stays ; put the helm a lee, half down only, and heave up the after keel, the vessel will
come round instantly. In tacking about, these keels will ever manage themselves without any
assistance; for the centres upon which they traverse, being two feet six inches from the fore,
and but two feet from the after end of the mortices, there are of course six inches more surface
before the centre than abaft it, for the water to act against, consequently the very pressure of
the water, by the vessel’s forcing to leeward, will always keep the fore end to windward; and
yet at times, if ever it might be necessary, they might easily be put over the contrary way, by
méans of a tiller, with a score cut through the end, the width of the thickness of the keel, to
fit to any part of it that may be most convenient to put it to; it will require but little strength
to put them over, there being only the resistance of six imches surface.
“« Nor will these keels, in this diagonal direction when let down, injure the stability of vessels,
so much as those in a plane with the keel; but there will be a quantity of water in these wells
more ; they being wider at the two ends; and some of this water when the vessel inclines, will,
by lying to leeward, injure the stability, bat not much, as the weight is principally below the
centre of gravity. Fs
«< Should a vessel in an engagement, or by a gale of wind, lose either of her masts, and be
obliged in the first instance to make the best of her way, or in the second to make for the first
port; let them: crowd what canvas they can upon the other two, and should the centre of the
pressure of the wind upon the sails be either before or abaft the centre of gravity, it can always
be counteracted by means of these keels, and the vessel rendered governable by her helm.
« Or, should a vessel at sea unfortunately lose her rudder, an excellent substitute can be made
of these keels, which will answer every purpose of it that I am acquainted with; and should
there be any instances in which they would not, the co-operation of the sails I do imagine would
be sufficient, without any rudder whatever *.” |
* Collection of Papers on Nayal Architecture, Vol. II. page 26.
-_
Cuap. III.) OF BRITISH SHIPPING, &c. 175
§ 12. REMARKS ON THE DIFFERENT CLASSES OF BRITISH SHIPPING, &C. ESPECIALLY ON THOSE
OF WHICH THE DRAUGHTS OR PARTICULARS ARE GIVEN IN THIS WORK.
Tue various classes of shipping which compose the naval force of Britain, as well as of those
which are employed in carrying on the commerce of the country and its intercourse with foreign
states, are too well known and defined to need description ; we shall, therefore, in this place,
confine ourselyes merely to a few observations on such peculiar qualities of each as are not so
generally known : the latter, only, being interesting to the artist.
The gradually improving state of our shipping within the last fifty years, especially in the
merchant service, seems to have kept pace with the regular advancement of every other branch
of mechanical science. For, prior to that period, even our first rate ships, now almost equal
in perfection to those of any other rate, were then extremely defective ; and their defects existed
so long after others had improved, that the captains appointed to them reluctantly assumed
their command. For, at those times, the general want of stability, in ships of this rate, rendered
the charge not merely unwelcome, but frequently dangerous ; and their efficient force, owing
to the uncertainty of being able to open the lower deck ports, when in presence of an enemy,
was too often found inadequate to their magnitude and the number of guns which they carried.
‘These disadvantages have been gradually obviated, since the usual causes of instability have
been discovered, the dimensions enlarged, and the practical management familiarized ; and
they are now, in general, especially those that have most stability, admirable ships in every
respect ; as they sail well, and combine almost every good quality. Large as they are, they
are perfectly manageable; and their evolutions are generally made with wonderful facility.
Our Seconp Rates, or, rather, our ships of ninety guns, have, too generally, those defects
in their construction which contribute to instability : arising from want of that capacity which
most of the first rates possess; and, having it, have the chief corrective against instability in
three-decked ships, wherein the centre of gravity is necessarily very high, and their form the
least calculated to derive lateral support from the effort of the water.
We take this opportunity of observing, not only as our own opinion, but as the opinion of
many competent judges, that the classes between that of one hundred guns and the eighty gun
ship of two decks, are very unnecessarily continued in the British Navy.
Eicuty-cun Surrs were formerly constructed so as to carry their guns upon three decks ; and
they were found, in consequence, more disproportionate im their parts, and less useful, than
any other large ships in the service. Their topsides were so high above the water, to admit
of having three tiers of guns, as to be out of all proportion for the length and breadth ; nor
could the lower ports be fixed at a sufficient height above water to admit of their being opened
in blowing weather, even if not very rough; we admit that the heights between decks and
depth in the waist could not be much less than those of a ship of 100 or 90 guns, but must still
observe, that they could not be duly proportioned in the water; that is, could not be brought
down to that depth which would be found the best sailing trim, if properly constructed.
176 RRMARKS ON THE DIFFERENT CLASSES [Book I.
Ships of this description must therefore labour under many disadvantages, arising from their
disproportionate height, even if their principal dimensions were similar in every other respect
to those of ships in general. It were useless to enumerate all these disadvantages, because the
defects which we have described are generally known and acknowledged. ‘That eighty-gun ships
of this class will be continued in the navy is not probable ; and we have, therefore, no farther
occasion to notice them in our work. ‘
The ship of eighty-guns upon two decks is, on the contrary and altogether, the most useful
and valuable one in the service; as such, we have given all the proportions, dimensions, and
plans, of this ship ; and have selected it, in preference to all others, for the exemplification of
the rules of construction: this, with the enlarged seventy-four, being deservedly esteemed as
the most perfect in the navy ; and as possessing, to an eminent degree, all the properties of
capacity, stability, and swiftness. The one of which the particulars will be found hereafter,
together with other ships of the line, may be considered, with each of them, as the first of its
class, from its great length and superior capacity.
As two-decked ships, inferior to the seventy-four, are often required for expeditions and
convoys during war, and.as flag ships on foreign stations during peace, the sixty-four gun ship
has sometimes been used for these purposes. ‘This ship has also frequently taken her place in
line of battle. In the latter case her force has, however, been frequently found incompetent ;
the seventy-four, of which the French line is chiefly composed, being incomparably superior ;
and, in the former cases, the fifty-gun ship would equally answer, and at a still less expence.
The latter is a very useful ship, although defective in its proportions; for, as its guns are car-
ried upon two decks, the height and breadth-are too great in proportion to the length. We
have had, notwithstanding, several favourite ships of this class.
Tue Sixty-rour gun ship may be considered, in relation to the seventy-four, as the ninety
to the first rate; possessing the same defects, without compensatory qualities; and its con-
tinuance is, by no means, desirable in the navy. This is a truth acknowledged by the practice
of our adversaries, as sixty-fours have, for some time past, been disused in the French
service. |
Forty-four GUN sHIPs, constructed to carry their guns upon two decks, are as dispropor-
tionate in their parts as any other ships in the service. Being exactly on the same principle
as the eighty-gun ship of three decks, the observations upon that apply directly to this. Nor
is it generally used as a fighting ship. . We may therefore also reject this as unworthy of farthe
notice.
Directly the reverse of this is the frigate constructed to carry forty-four guns upon one deck ;
the most powerful and most valuable of our frigates. That. of which we now speak, rated as of
forty-guns, may be so constructed as to have all the qualities which can possibly be united in one
ship; for, having but one deck, the height may be in due proportion to the length; and, in ~
consequence thereof, there will be required no more than a proportionable breadth, by which
she may be brought down in the water to that depth which is allowed to be the best sailing trim
for ships in general. Here then is no obstacle to prevent her being duly qualified in point of —
velocity. Her dimensions, also, being greater than those of the forty-four with two decks,
cal
Cuap. III.) OF BRITISH SHIPPING, &C. 177
enables her to carry heavier metal, which must, consequently, render her a formidable
ship. |
Hence it is, that this frigate may be ranked as the most valuable frigate of the English
navy ; and, as such, we give, in Plate IX, a draught of one of the most approved of the
class. .
The frigates of thirty-eight and thirty-six guns are very little inferior in point of proportion
and utility to the forty-four (rated as forty), As their force is less, they consequently require
a smaller number of men, a less quantity of provisions, and are more readily equipped.
The frigates of thirty-two guns are well proportioned; and, of course, equally estimable and
useful. In short, our frigates, in general, are excellent cruizers; they sail well, and are remark-
able for stability. Those from thirty-six to forty-four guns upon one deck are, indeed, admirable :
and the whole, together with the sloop of war, of which we present a draught and dimensions,
are highly eminent for their superior qualities.
The Tribune, a frigate of 36 guns, lately built in a merchant-yard, by the express order of
the Right Honourable Earl St. Vincent, from the draught of the Inconstant, has been found,
upon trial, to be one of the finest frigates in the navy. Her stability is great, and her sailing
qualities admirable. The testimonials of her superiority have induced us to introduce her di-
mensions in the work, with the variation only of a four-inch bottom, instead of a three-inch
_ bottom, as built: the latter being certainly preferable for so large a ship,
The Stoor, of which both draught and dimensions are given (see Plate X.), has been copied,
very nearly, from the draught and dimensions of some sloops built a few years ago, and found
to be excellent sea boats. Indeed, one of them, the Merlin, rode out a gale or hurricane in
the West Indies, when every other vessel was forced from its anchors, and most of them wrecked.
As a proof of their superiority, several have been lately built from the same draught.
Of the Darr and Arrow, sloops of war, it becomes necessary to give a particular description,
as the nature of their construction is not generally known. ‘The shape of these vessels differs
materially from, and is considerably sharper than, that of sloops or other vessels of war in
general, as may be seen by the draught, (Plate XI.) and they project or rake forward above
the water like a wherry. Their breadth also increases from the water-line upwards, whereby they
are stiffer, less likely to overset, and pitch remarkably easy in a sea, whether under sail or at
anchor.
They have, generally speaking, been found to sail remarkably well; but, in. a head sea and
tempestuous weather, their superiority as sea boats has been most decided.
The mode of structure, for the purpose of strength, in these vessels is very different from
that in others, The decks are straight fore and aft, the beams are secured to the side in some-
thing like the manner lately practised by the French*; but the principal strength seems to
depend on the thwartship braces and bulk heads, which connect the sides together in a manner
* That is, by thick waterways and planks of the deck next to them, scored down upon the beams, and bolted through
the sides. |
Aa
178 REMARKS ON THE DIFFERENT CLASSES [Boox I.
more conformable to the practice of civil architecture. The idea of such bulk heads may pro-
bably have originated with the Chinese, or with the ancients. (See Midship Section on the
Draught.) |
The outside plank of the bottom is thicker than usual, particularly near the keel and at the
gun deck; and, though it is chiefly of oak, yet some of that part which is always under water
is of beech or elm. The upper works are chiefly of fir.
Treenails are made more use of than in any other vessels; particularly for the fastening of the
deck, instead of iron spike-nails. The shape of the treenails is improved so as to make them
hold the plank to the timbers much more securely, though the timbers are, at the same time,
less wounded than usual. But, the principal advantage to be expected from this mode of
structure is the obviating the necessity of the supply of any particular sort of timber for nayal
architecture.
The frames or ribs are of oak, but farther asunder, of smaller scantling, and of less curvature,
than usual ; whereby there is a saving of one-third of the quantity used for this purpose in other
vessels. There are no knees, no carlings or ledges, and very little inside planking; so that,
according to this mode of construction, ships of any size may be built of such timber as grows
straightly, of which there is still a great abundance in this country, together with what is im-
ported for other purposes ; besides, that the oak employed is of so reduced a scantling that the
cultivation of it, if used in this manner, must promise to afford an adequate profit to the
landholder.
It has been estimated that vessels constructed on these principles would cost one-third less
than the usual price, although, from their timber being of younger growth, which can be sooner
‘ seasoned, and from the mode of connection of the parts, there seems reason to expect that they
will be remarkably durable.
The Arrow and Dart have hawse holes in the stern, similar to those in the bows, by which
means, in a narrow channel, they may be brought to anchor, and ride stern foremost.
The rudders of these vessels are also of peculiar construction, and work with wheels and
pinions (instead of tiller sweep and tiller ropes) by which means their steering is performed with
greater ease and certainty in all weathers.
The capstan is formed so that no surging of the messenger is required as with other
capstans.
The magazines in these ships are also divided by partitions of tinned copper, so that water
may be let in to secure the powder from explosion without wetting of it.
The Dart and Arrow are fitted with eight tanks, on each side, which fill up the angular space
under the orlop beams; by which means, near forty tons of water are carried in a space which
in casks would not contain half so much, These tanks are lined with tinned copper, of
Mr. Wyatt’s manufacturing, whereby the water has been found to remain as sweet and clear
_ during two years as it was when first put on board.
The guns of these vessels are mounted on the non-recoil principle ; so that they haye no recoil
but what is afforded by the elasticity of the breechings, on which there seems to be less strain
Cuap. ILI.] OF BRITISH SHIPPING, &C. 179
than usual; their connection with the ship’s side does not. depend on any iron work. The
pitching, or rolling in a sea, will never prevent the firing of guns so fitted, and half the number
of men are sufficient to fire these guns twice as fast as when fitted in 1 the usual way in other
vessels,
The Dart is rigged in the usual manner, with the mast and sails of a sloop of three hundred
tons.
In the Arrow, the main mast is in the middle of the ship, and the yards are much more
square than usual, so as to spread a greater proportion of sail on this one mast in going afore
the wind. ‘The topmasts are shorter and smaller; but, to the main mast, there is an additional
topmast, by which the topgallant mast becomes a royal mast: the topmasts are all alike, so
as to serve as substitutes one for the other ; and, upon the same principle of economy, many of
the sails will serve one for the other. The tops are adapted so as to give better support to the
topmasts, on a similar plan with those of the Pomone and Stag frigates, which, although they
have been almost continually cruizing, have never sprung a topmast since they have been fitted
with such tops.
We are indebted for these improvements to the genius of our own country ; the whole having
been introduced by Samuel Bentham, Esq. Inspector General of his Majesty’s Naval Works;
from whose plans, upon similar principles, the following schooners, carrying sixteen guns, were
_ also constructed between the years 1'796 and 1798.
: Length of Length of Extreme Depth in . Draught
Gun-deck. _ Keel. Breadth, Hold. ~ of Water.
Ft. In. Ft. In. Ft. In, Ft. In. Ft. In.
Ob od La Ouiime abies Ue then Oko acle, Miber Bos a S400 3
ee a 82.. 0. . 8. OY. 6 Cape WD OE at og
bauer ot B0y 6 tei eG 4o Geol Wh dh Alsi Gig, 16 So RLD IBN iw GO
Exine .
These vessels have, generally speaking, been found to sail remarkably well; but, in a head
sea and tempestuous weather their superiority as sea boats have been most decided. The Eling,
and particularly the Netley, which was the last built, are said to have always shewn a remarkable
superiority in working to windward in blowing weather:
We now turn to another class equally worthy of commendation: namely, the New Barres of
war, built from the Navy Board Draughts in the year 1804, of which copies may be seen in
plates XII, XIII, and XIV, of this work. An inspection of these will be sufficient to give the
reader an idea of the superior qualities of this vessel. He will perceive, from the general contour,
or figure, that she is admirably adapted for-a good sea boat, as well as a good sailer ; that her
upper works are light, and all unnecessary top-hamper avoided. Having a snug stern, and, ap-
parently, every good quality that can be expected in a vessel of this description. The lower
deck, as shewn on the plan, is so fitted with scuttles, that the contents of the hold may be
180 REMARKS ON THE DIFFERENT CLASSES OF BRITISH SHIPPING, &c. _ [Boox I.
shifted with much less trouble than usual. The other fittings up are equally praise worthy 5
being peculiarly adapted to the comfort of every officer and every seaman on board.
One of these vessels, the Raven, upon being fitted for sea, at Woolwich, under the directions of
her very ingenious and active commander, Captain William Layman, had, agreeably to his recom-
mendation and wishes, among other alterations, the two foremost ports closed up, and the guns
taken away. In lieu of which was fitted amidships, immediately before the foremast, a sixty-
eight pounder carronade upon a fixed traverse carriage, so as to fire in almost every direction
clear of the gunwale, upon the plan shewn in plates 13 and 14; and, in lieu of the two stern
chasers, a carronade of the same power, upon an inclined plane abaft. The wonderful accession
of force derived from these alterations, and the great advantages to be derived from them in chase,
in clearing any enemy’s coast, &c. are too obvious to need a comment.
The Royau Yacuts, of the later construction, form the next class which presents itself to our
notice. These, as may be expected from the purposes for which they are designed, are the
most beautiful of all vessels which navigate the ocean: nor are their superb embellishments and
stately apartments their highest excellencies. They are models, in which may be seen a com-
bination of the best principles of the art. The yacht built for the Prince Royal of Denmark,
of which we present both the draught and dimensions, has been found, both for sailing and work-
ing, so excellent a vessel, that, it is supposed, she had not a superior in these respects. Her
fame has, however, suffered,in some measure, by the greater superiority of the “ Royal Sovereign,”
launched for the particular service of his Majesty in the year 1804; a ship whose exterior and
interior are of incomparable beauty ; but, whose ornaments, splendid as they are, will scarcely
be considered by the artist as more than adequate to the beauties of her form, and her qualities
as an excellent sailer and a good sea boat; in which respects she has been found superior to all
her predecessors, and the most perfect vessel of her class ever constructed *.
Of Mercuant SuHIppine, in general, being scarcely definable into distinct classes, we can-
not speak with that degree of precision as of those of the Royal Navy; because their respective
forms and dimensions are dependant, almost entirely, on the local practice or ideas of their
respective constructors, and fluctuate accordingly, Those, however, of which we have given
either the draughts or particulars, or both, are such as have been actually built, and found upon
trial to answer every quality expected from them: the originals, from which our copies have
been taken, were therefore considered by their respective possessors as invaluable.
The decks of the 1200 ton East India Ship (Plaie 20), are so constructed for height, as to,
* Upon one fine morning, when his Majesty was on board, in the summer of 1804, the Royal Sovereign quitted
Weymouth Roads, and proceeded on a cruize, accompanied by the Royal Charlotte, yacht, (built in the year 1749).
the Princess Augusta, yacht, (built in the year 1710) and a frigate. The new yacht excelled her companions so much,
in point of sailing, as to drop anchor in the Roads, upon her return, at six in the evening; while the Royal Charlotte
did not arrive until ten o’clock at night, the frigate until midnight, and the Princess Augusta until six the next
morning: an unquestionable proof of the very great superiority of the Royal Sovereign; of a superiority which gives
her the eminent distinction of being, beyond controversy, the best sadler of the British Navy.
Cuap. III.] DESCRIPTION OF BOATS, &c. 181
admit another tier of tea or china more than any other ship of her class; and the ship built
from the draught is reckoned as fine a one as any in the trade.
The ship of 544 tons, (Plate 21,) has likewise been found to answer exceedingly well ; and
she is well adapted either for the East or West India trade.
That of 350 tons, of which the dimensions are given, is peculiarly adapted for the West India
trade; and has been found to answer so well that several ships have been built from the
draught.
The Virginian, Bermudian, and other smaller vessels, of that description, have all been selected
from such whose delicacy of form under water was found to give them the excellencies required
in vessels adapted for fast sailing. ‘They are recommended, upon the honour of the authors,
as vessels that have actually been built, and that have proved the truth of these assertions beyond
dispute.
The Berwick Smack, the London Trader of 60 tons, and the Southampton Fishing Hoy, have
been deservedly admired. The latter is famous as an excellent little sea boat and a good
sailer. .
Our merchant vessels have, in general, great stability, arising from their construction ; and are,
in this respect, equal to any vessels in the universe.. It is, however, not to be expected that they
should sail, in all directions, equal to the generality of ships of war. Yet, with the wind large,
especially when blowing hard, their rate of sailing has frequently been found equal to the latter ;
although, upon a wind, their inferiority may be very considerable.
We shall now conclude this section, with a brief description of the different boats of which
draughts are contained in plates 30 and 31; including a particular description of the new Life
Boat, as constructed by Mr. Greathead, of South Shields.
BOATSare mostly open, though the larger sorts may be decked eaaenelae They are variously
named, and differently constructed according to the purposes for which they are designed.
Thus the Lone Boar, which is the largest boat that a ship takes with her to sea, is a strongly
built burthensome boat, constructed either for rowing or sailing, and variously used for carrying
stores, weighing small anchors, or for the conveyance of large parties of the ship’s company, &c.
- The Lavncz is a sort of Long Boat, and now most frequently taken to sea in lieu thereof.
It is constructed very differently from the Long Boat, particularly abaft, and is proportionably
stronger, longer, more flat in its bottom, and lower than that boat ; consequently, less fit for
sailing, but better calculated for rowing and approaching a flat shore. Its principal superiority
to the Long Boat consists, however, in being, by its construction, much more fit to weigh an
anchor, or under-run the cable, &c.
- The Baxgz is the next boat with respect to size, but it differs from the Launch exceedingly
in its construction. It is much lighter, and considerably narrower in proportion to its length,
The Barge is constructed for rowing or sailing, with a handsome body under water, so as easily
to divide the fluid, the quality of swiftness being essential to its general purposes, the cow-
yeyance of officers of rank to and from the ship. 3
182 DESCRIPTION OF THE LIFE BOAT. [Boox I.
The Priynace is, as we have already observed *, a smaller sort of Barge, similar in its figure,
and more generally used. Pinnaces never row more than eight oars, whereas Barges are con-
structed to row with ten, and sometimes with twelve, oars.
Suips’ Currers are very differently constructed from any of the above ; as they are shorter,
broader, and deeper, in proportion. They are much lighter, are clincher built, and constructed
for sailing or rowing. | |
The Yawsz is less than the Pinnace, ready of the same form, used for the same purposes, and
generally rowed with six oars. ,
The boats above mentioned are those which more particularly belong to ships of war; as
merchant ships seldom have more than two; namely, a Long Boat and a Yawl. If they have
a third, it is commonly a boat particularly calculated for the countries or places to which they
trade, and varies in its construction accordingly. For instance, the boats of Greenland ships,
or others employed in the Whale Fishery, which are on a construction peculiarly calculated for
that trade, as appears by the draught of the Whale Boat on plate 31. This boat has its two
ends alike; it consequently rows either way, and with great velocity.
The Gic, or swift rowing boat, of which the draught is given on plate 31, is longer and nar-
rower in proportion than any of the former. It is very slightly built, and rows exceedingly
swift. They are much used about Deal and Dover; and, being excellent sea boats, not un- ~
frequently stretch over to the French coast.
‘Wuerrigs are small light boats, clincher built, and too well known to need description.
They are mostly used in the River Thames for the conveyance of passengers, &c. That of
which a draught is given is a superior boat of this class, and such as belongs to a Royal Dock
Yard, for the use of the officers.
Tue LIFE BOAT. The honour of inventing a boat, for the preservation of lives, from
ships driven by-tempest into the most perilous situations, where winds and waves at once com-
bine to threaten inevitable destruction, was reserved for the ingenious Mr. Henry Greathead,
of South Shields; a name which will ever be dear to humanity.
This invaluable boat, of which a draught and section may be seen in plate 31, is, from its
admirable form and mode of buoyancy, entitled to the highest praise ; as it is almost impossible,
even in the most boisterous weather and the highest seas, for it to upset or sink. On the
contrary, she rises proudly over every swell, and seems to defy the contending elements, '
In the twentieth volume of the Transactions of the Society for the Encouragement of Arts,
&c. is an ample description of this vessel, to which we are indebted for the following abstract :
«« The length is, generally, thirty feet ; the breadth, ten feet ; the depth, from the top of the
gunwale to the lower part of the keel in midships, three feet three inches ; from the gunwale to
the platform (within,) two feet four inches ; from the top of the stems (both ends being similar)
to the horizontal line of the bottom of the keel, five feet nine inches. The keel is a plank of
* See the article Boats, in Chapter I, page 9.—As the Barge is similar in its figure to the Pinnace, it was unneces-
sary to give a draught of the former; the latter serving for both.
Cuap. III.) DESCRIPTION OF THE LIFE BOAT. 183
three inches thick, of a proportionate breadth in midships, narrowing gradually toward the ends,
to the breadth of the stems at the bottom, and forming a_ great convexity downwards. The
stems are segments of a circle, with considerable rakes. ‘The bottom section, to the floor heads,
is a curve fore and aft, with the sweep of the keel, The floor timber has a small rise, curving
from the keel to the floor heads. A bilge plank is wrought in on each side, next the floor heads,
with a double rabbet or groove, of a similar thickness with the keel; and, on the outside of
this, are fixed two bilge-trees, corresponding nearly with the level of the keel. The ends of the
bottom section form that fine kind of entrance observable in the lower part of the bow of the
fishing boat, called a coble, much used in the North. From this part to the top of the stem,
it is more elliptical, forming a considerable projection. The sides, from the floor heads to the
top of the gunwale, flaunch (or flair) off on each side, in proportion, to about half the bread of
the floor. The breadth is continued far forward towards the ends, leaving a sufficient length
of straight side at the top. The sheer is regular along the straight side, and more elevated
towards the ends. The gunwale, fixed on the outside, is three inches thick. The sides, from
the under part of the gunwale, along the whole length of the regular sheer, extending twenty-
one feet six inches, are cased with layers of cork, to the depth of sixteen inches downwards ;
- and, the thickness of this casing of cork being four inches, it projects at the top a little without
the gunwale. The cork, on the outside, is secured with thin plates or slips of copper, and the
boat is fastened with copper nails. The thwarts, or seats, are five in number, double banked,
consequently the boat may be rowed with ten oars*. The thwarts are firmly stantioned. The
_side oars are short +, with iron tholes and rope grommets, so that each rower can pull either
way. ‘The boat is steered with an oar at each end; and the steering oar is one-third longer
than the rowing oar. ‘The platform placed at the bottom, within the boat, is horizontal, the
length of the midships, and elevated at the ends, for the convenience of the steersman, to give
him a greater power with the oar. ‘The internal part of the boat next the sides, from the under
part of the thwarts down to the platform, is cased with cork; the whole quantity of which,
affixed to the Life Boat, is nearly seven hundred weight. ‘The cork indisputably contributes
much to the buoyancy of the boat, is a good defence in going alongside a vessel, and is of
principal use in keeping the boat in an erect position in the sea, or rather of giving her a very
lively and quick disposition to recover from any sudden cant or lurch which she may receive from
the stroke of a heavy wave. But, exclusive of the cork, the admirable construction of this boat
gives it a decided preference. ‘The ends being similar, the boat can be rowed either way ; and
this peculiarity of form alleviates her in rising over the waves. The curvature of the keel and
bottom facilitates her movement in turning, and contributes to the ease of the steerage, as a
single stroke of the steering oar has an immediate effect ; the boat moving, as it were, upon a
centre. The fine entrance below is of use in dividing the waves, when rowing against them ;
and, combined with the convexity of the bottom, and the elliptical form of the stem, admits her
* Five of the benches only are used, the boat been generally rowed with ten oars.
+ The short oar is more manageable in a high.sea than the long oar, and its stroke is more certain..
184 DESCRIPTION OF THE LIFE BOAT. {Book I.
to rise with wonderful buoyancy in a high sea, and to launch forward with rapidity, without .
shipping any water, when a common boat would be in danger of being filled. “The flaunching,
or spreading form of the boat, frem the floor heads to the gunwale, gives her a considerable
bearing ; and the continuance of the breadth well forward, is a great support to her in the sea: ©
and, it has been found, by experience, that boats of this construction are the best sea boats for
rowing against turbulent waves. The internal shallowness of the boat, from the gunwale to the
platform, the convexity of the form, and the bulk of cork within, leave a very diminished space
for the water to occupy ; so that the Life Boat, when filled with water, contains a considerably
less quantity than the common boat, and is in no danger either of sinking or overturning. It
may be presumed, by some, that, in cases of high wind, agitated sea, and broken waves,
a boat of such a bulk could not prevail against them by the force of the oars ; but the Life Boat,
from her peculiar form, may be rowed ahead, when the attempt in other boats would fail. Boats
of the common form, adapted for speed, are of course put in motion with a small power, but,
from want of buoyancy and bearing, are over-run by the waves and sunk, when impelled against
them ; and boats constructed for burden meet with too much resistance from the wind and sea,
when opposed to them, and cannot, in such cases, be rowed from the shore to a ship in distress.
An idea has Deen entertained, that the superior advantages of the Life Boat are to be ascribed
solely to the quantity of cork affixed. But this, which is a very erroneous opinion, has been
refuted by the preceding observations on the super-eminent construction of this boat. It must
be admitted, that the application of cork to common boats would add to their buoyancy and
security ; and it might be a useful expedient, if there were a quantity of cork on board of ships,
to prepare the beats with, in cases of shipwreck, as it might be expeditiously done, in a temporary
way, by means of clamps, or some other contrivance. ‘The application of cork to some of the
boats of his Majesty’s ships* might be worthy of consideration ; more particularly as an expe-
riment might be made at a little expence, and without inconvenience to the boats; or may
prevent pleasure boats from upsetting or sinking.
The Life Boat is kept in a boat-house, and placed upon a convenient carriage ready to be
moved at a moment’s notice. ‘That at Scarborough is under the direction of a committee ; and
twenty-four Fishermen, composing two crews}, are alternately employed to navigate her: A
reward, in cases of shipwreck, is paid by the committee to each man actually engaged in the
assistance ; and it is expected that the vessel receiving assistance should contribute to defray this
expence.
The boats of this description, in general, are painted white on the outside ; this colour more
immediately engaging the eye of the spectator, at her rising from the hollow of the sea, than
any other. The bottom of the boat is at first varnished, (which will take paint afterwards, for
the more minute inspection of purchasers. The oars she is equipped with are made of fir, of the
best quality, it having been found, by experience, that a rove ash oar that will dress clean and
* The Launches.
} Two crews are appointed, that there may be a sufficient number ready in case of any absence,
Cuar. TI.) : DESCRIPTION OF THE LIFE BOAT. 1835
light, is too pliant among the breakers ; and, when made strong and heavy, from rowing double
banked, the purchase being short, sooner exhausts the rower, which makes the fir oar, when made
stiff, more preferable.
In the management of the boat, she requires twelve men to work her; that is, five men on
each side, rowing double banked, with an oar slung over an iron thole, with a grommet (as
provided,) so as to enable the rower to pull either way 5 and one man, at each end, to steer her,
and to be ready at the opposite end to take the steer oar, when wanted. As, from the con-
struction of the boat, she is always in a position to be rowed either way, without turning the
boat, when manned, the person who steers her should be well acquainted with the course of the
tides, in order to take every possible advantage: the best method, if the direction will admit of
it, is to head the sea. The steersman should keep his eye fixed upon the wave or breaker, and
encourage the rowers to give way as the boat rises to it ; being then aided by the force of the
oars, she launches over it with vast rapidity, without shipping any water. It is necessary to
observe, that there is often a strong reflux of sea, occasioned by the stranded wrecks, which re-
quires both dispatch and care in the people employed, that the boat be not damaged. When the
wreck is reached, if the wind blows to the land, the boat will come in shore without any other
effort than steering.
The great ingenuity which has been displayed in the construction of the Life Boat, leaves
scarcely any room for improvement ; but some have supposed, that a boat of twenty-five feet in
length, with a proportionate breadth, would answer every purpose of a larger one. A boat of
these dimensions would certainly be lighter and less expensive; but whether she would be equally
safe and steady in a high sea is, perhaps, uncertain.
The great utility of the Life Boat has been proved in many instances, especially off the dif
ferent ports of the northern coast, particularly: at Shields, Sunderland, Scarborough, Lowestoffe,
&c. where many valuable lives have been saved from the most perilous situations *. In such cases
the crew are so well satisfied with the performance, and so confident in the safety, of the boat,
that they fearlessly adventure upon the most dangerous occasions.
The Life Boat has been particularly patronized by his Grace the Duke of Northumberland, who
had that for North Shields, which he has endowed with an annuity, built at his own expence.
His Grace had also another built, which was sent to Oporto. The Northumberland Life Boat,
so called from its having been built at the Duke’s expence, was first employed in November, 1798,
when she went off to the relief of the sloop Edinburgh, of Kincardine, which was seen to go
upon the Herd Sand, about a mile and a half from shore. This vessel was brought to an anchor
before the Life Boat got to her; and she continued to strike the ground so heavily, that she
would not have held together ten minutes longer, had not the Life Boat arrived: the cable of the
sloop was then cut, and seven men taken out and brought on shore through a sea so enormously
high that no other boat could have lived init. In the event of the boat’s filling with water, she
* For an account of many of these cases, see “Transactions of the Society for the Encouragement of Arts,” &c.
| Vol. 20, or “ Naval Chronicle,” Vol 9, page 285, in either of which may be found a detail of numerous interesting
particulars relative to this excellent invention,
Bb
186 , DESCRIPTION OF THE LIFE BOAT, [Book I,
will not founder as boats of a common ‘construction would do; and, although she has gone off
scores of times she never failed in bringing off such crews as staid by their ships. These circum-
stances have been particularly evinced in several instances; wherein she has been filled with
water to the midship gunwale, and all have been landed without injury.
In testimony of the national utility of the Life Boat, Mr. Greathead has been honoured by
Parliament with the sum of twelve hundred pounds ; and, by the Society for the Encouragement
of Arts, with a gold medal and fifty guineas; likewise with the Medallion of the Royal Humane
Society, and other especial marks of the public approbation and gratitude*,
* We have been recently informed, that his Imperial Majesty of Russia, and his Majesty the King of Prussia, have
transmitted to Mr. G, very handsome testimonials of their sense of the great importance of his invention,
THE
ELEMENTS AND PRACTICE
OF
fey al OARCALTECT URE.
BOOK THE SECOND.
CONTAINING THE PRACTICAL RULES FOR THE CONSTRUCTION OF SHIPS AND VESSELS ; WITH
ALL THE REQUISITE TABLES, &c.
CHAPTER I.
GENERAL OBSERVATIONS AND DEFINITIONS.
"THE first step towards building a ship from design is, to construct draughts for that purpose,
namely, plans and sections drawn with all possible exactness, examined by proper calculations,
and fit to be submitted to the most accurate scrutiny.
Of these, the principal are ; first, the Sazer Draveurt, or plane of elevation, upon which the
whole length of the ship is represented, according to a side view, perpendicular to the keel, as
upon a section supposed to be cut by a plane passing through the middle line of the keel, stem,
and stern-post. (See Plate 1.)
Secondly, the Bopy Puan, or plane of projection, in which the ship is exhibited according to
an end view, so as to present the outlines of her principal timbers, and shewing the projection
of her frames relatively to each other. It is supposed to be described on a vertical section, at
the midship bend, or broadest part of the ship, perpendicular to the sheer plan, and comprehends
a delineation of the shape of every frame timber in the ship. 3
Thirdly, the Harr Breapru or Foor Puan, supposed to be described by an horizontal section
188 GENERAL OBSERVATIONS AND DEFINITIONS. | Boox II.
cutting the whole body of the ship, lengthwise, at the broadest place on each timber. On this:
draught, which is generally placed under the sheer draught, are described all the sections or
curves that may be imagined to cut the ship horizontally, lengthwise, &c. In this draught the
curves of the transoms, called the Round-Aft, are also marked, and sometimes the breadth and
thickness of the timbers. It is called the Floor Plan, as being that on which the whole frame
is supposed to be erected, and as exhibiting the upper side of the Keel, with all the floors, &c.
To the above may be added, the draughts exhibiting the Disposition of the Frame Timpers
and Pranxine ; the profile of the Ivsoarp Works, or interior of the ship; the Prans of the:
Decks, &c.
From the foregoing definitions it may readily be conceived, that the Sheer Draught determines:
the length and depth of the keel; the difference of the draughts of water; the length and pro-
jection, or rake, of the stem and stern post ; the position of the midship and other frames upon
the keel ; the load water and other water lines ; the wales; the dimensions and situations of
the ports; the projection of the rails of the head and stern gallery, with the stations of the masts
and channels. ‘That the Body Plan limits the different breadths of a ship in various points of
her length, and exhibits the outline of the timbers respectively to each other, as they are erected
upon the keel, with a variety of sections of the ship in different parts of her length, and
always perpendicular to the surface of the water; so that the eye of the observer, when placed
in what may be properly termed the longitudinal axis of the ship, may perceive the several
sections at one glance ; that is to say, when looking full on the stem, from before the ship, he
shall distinguish all the fore timbers, or those in the fore-body ; and, when looking from: behind,
directly on the stern, he shall perceive all those of the after-body. But, as the two sides of a
ship ought to be exactly alike, it is judged sufficient to represent the sections of the fore part
of the ship on the right side, and those in the after part on the left side, so as to perceive all the
sections, as well afore as abaft, upon one plane. ;
With respect to the horizontal plane, or Half Breadih Plan, it may also be observed, that,
when a ship floats upon the stream, it is evident that her upper works will be separated from
the bottom by the surface of the water, which will accordingly describe an imaginary horizontal
line upon the bottom from the stem to the stern-post.
The most elevated of these lines is that, called the load water line, which is supposed to be
drawn by the surface of the water on the upper part of the bottom when she is fully laden.
If the ship be lightened of any part of her lading, and preserves the same difference in her
draught of water at the two ends, or so as to preserve the same equilibrium of the keel with
regard to the surface of the water, another line may be delineated upon the bottom, close to the
surface of the water, which will be a second water line, parallel to the first, but nearer to the
keel in proportion to the height which the ship has risen. Thus may a variety of water lines
be drawn parallel to each other and to the load water line.
The construction of these, and of the other lines described on the three principal’ draughts,
will be more fully understood by the following definitions, &c. which may be considered as sup-
plementary to those given in the first chapter of Book I.
‘The Heicur of Breaptn is, as befere explained, the main breadth or broadest part of the
Cuapr. I.] GENERAL OBSERVATIONS AND DEFINITIONS:. 189
ship, and is defined by two curved lines, called the Upper and Lower Height of Breadth Lines,
as heretofore described.
The Main Hatr Breapru is a section, supposed to cut one half of the ship horizontally at
the height of breadth. _ It comprehends, therefore, the broadest part of the ship from. the middle
line to the outside. of every timber.
The Tor-rtimser Linz is a curve which enarally¢ terminates the height of the ship amidships,
and also describes the sheer ; it is likewise where the top timber half breadth section, described
beneath, cuts the ship fore and aft, or lengthwise.
The Top-rimper Haxr-preaptu is a section of one half of the ship, supposed to cut the ship
horizontally at the height of the top-timber line.
Warer Linus are, as we have explained above, supposed to be drawn on the surface of a ship’s
bottom by the surface of the water on which she floats. They are generally drawn with green
ink, and are represented in the sheer draught by straight lines. If parallel to the keel, they
will be represented on the body-plan by horizontal lines; but, if the vessel is to be constructed
so as to draw most water abaft, the water lines will not, of course, be parallel to the keel, but,
‘owing to their varying heights, will form curves upon the body plan ; and, in the half-breadth
plan they will be described by curves which limit the half breadth of the ship at the height of
their corresponding lines in t e sheer plan.
Rispanp Liygs are those curved lines, in the half breadth plan, by which moulds are made
for the ribbands and harpins; and, the use of the ribbands and harpins is, to keep the ‘imbers
‘which compose the body of the ship to their true stations, so as to preserve its rue form until
the plank is brought on. For this purpose they are skilfully arranged with vegard to their
heights and distances from each other. It is evident that the ribbands will partake of a double
curve, owing to the convexity of the bottom of the ship. The curve, in the sheer plan, ‘will. .
increase perpendicularly on approaching the stem and stern post ; and it will be clear that, by
deviating from the middle line of the ship’s length, as they approach the extreme breadth, the
ribbands will also form an horizontal curve, as upon the half breadth plan. From this double
curve it results, that the ribbands will appear in different points of view, when drawn upon dif-
ferent plans of the same ship. © To conceive this, suppose a model. of a ship upon the stocks
completely framed as represented in the frontispiece. If we were placed in a line prolonged
from the keel, facing either the stem or stern, we should only view the projection of the ribbands
on the plane of the midship frame, in which the horizontal curve is scarcely seen, but we shall
discover part of the perpendicular curve which rises gradually. from the extreme breadth to-
wards the stem and stern post, so that they must be drawn on the body plan as diagonal lines,
which terminate on the midship frame, and, at the heights designed on the stem and stern-.
post. But, if we were placed considerably above the ship, on a line perpendicular to the
middle of the keel, we should discern: the horizontal curve 4s drawn in the half breadth plan,
without perceiving the perpendicular curve as drawn in the sheer plan.
SWEEPS. ‘The different sweeps or segments of circles which successively and connectively
form a bend, or frame of timbers, have already been clearly described under the article FRAMES,
in Chapter I. Book I, Of these, the segment which is called the Froor Sweep is that which:
190 . GENERAL OBSERVATIONS AND DEFINITIONS. [Boox II.
forms the body at the floor head, particularly along the midships. It is limited by a horizontal
line above the keel in the body-plan, and its distance above the keel at the midship timbers is
called the Dead-Rising.
The Lower Breaptu Sweep forms that part of the body immediately below the lower height
of breadth. Its centre is found in a horizontal line, m the body plan, at the height of the
lower breadth of its corresponding timber in the ‘sheer plan, upon which line is set off the
main half breadth of the ship, ‘and from which the radius is taken that describes the sweep
downwards. %
The Reconcttine Sweep connects the lower breadth and floor sweeps in such a manner
as to intersect neither, but to come exactly over the back of each, so that the whole form a
fair curve from the lower height of breadth down to the rising or floor sweep; and, by drawing
a line from the back of the floor sweep down to the keel, we shall have the whole form of the
timber below the lower height of breadth line.
The Upper Breaptu Sweep forms part of the body above the upper height of breadth. The
centre of this sweep is ina horizontal line, in the body plan, corresponding with the upper height
of breadth of the same timber in the sheer plan; to which line the corresponding main half
breadth of each timber is squared up. Within this half-breadth is set off the radius or length of
the sweep which gives the centre for describing as much of a circle upwards as is ait The
lengths of all the upper breadth sweeps are to one radins.
The Tor-rimser Sweep or Hottow, is a sweep inverted with its back to the back of the upper
breadth sweep; its upper part intersects a spot at the top-timber half breadth at the height of
the top-timber line. By this sweep, as we have before shewn, the form of the timber is completed.
The RISING or tue Froor, is a curve drawn in the sheer-plan and limited at the midships by
the dead-rising. In flat floored or burthensome ships it runs nearly parallel to the keel for
some distance afore and abaft the midships. All the timbers where the rising is parallel with
the keel are termed jla/s.
Tue Har Breapta of the Risine is a curve line in the half breadth plan which limits the
distance of the centres of the floor sweeps from the middle line in the body plan.
The Risine Line is a curve in the sheer draught which contains the heights of the centres
of the floor sweeps, taken from the body-plan ; but, if the whole height of those centres was set
off upon corresponding timbers in the sheer-plan, they would interpose with the upper lines in
the draught ; the rising line is, therefore, so contrived as to come to the lower part of the sheer-
plan, by taking all the heights of the centres in the body-plan, from a horizontal line, at the
height of the centre which sweeps dead-flat ; and, setting them off on their corresponding timbers
in the sheer-plan, from the upper edge of the rabbet of. the keel, by which means the rising line
in the midships breaks in fair with the upper edge of the rabbet of the keel. When the body is
constructed by a rising floor, the floor sweeps are all of one length.
The Cutrine pown tine is a curve line, in the sheer plan, which limits the height of every
floor timber at the middle line; and, likewise, the height of the upper side of the deadwood
afore and abaft, which must be sufficiently high to allow for the siding of the keelson, and leave
sufficient strength in the rising floors,
~
Cuar. I.] GENERAL OBSERVATIONS AND DEFINITIONS. Ig}
_ Room anp Space, or Timber and Room, is the distance between the moulding edges of all
the timbers; or, rather, the siding of every two timbers and opening between: the timber
being considered as the Space and the opening between 9s the Room. The Room and Space
accordingly varies with the size of the ship; and, it must always be contrived, in draughting,
so as to contain the siding of two timbers and the opening between, agreeably to the definition.
In all ships of war, the width of the ports must here be always considered. It may be observed,
that one mould serves for two timbers, the foreside of the one being supposed to unite with the
aftside of the other, and so forming only one line, which is called the joint of the frame or
timbers. ‘The midship timber, or broadest part of the ship, is called dead-flat, and distinguished
by this character ®. The timbers before the midship are distinguished by the letters A, B,C,
&e. and those abaft the midship by the figures 1, 2, 3, &c. Those timbers following dead-flat,
both afore and abaft, where there is no rising, are called flats, and are distinguished by the cha-
racters (A), (B), &c. in the fore body, and (1), (2), &c. in the after body. It may be generally
observed, that all particulars in the fore body are distinguished by letters of the alphabet, and
all those in the after body by figures. Thus the cant timbers in the fore body are commonly
distinguished by a, b, c, &c. and those in the after body by small figures.
The foregoing is an explanation of the principal draughts and of the principal lines made
use of in their formation. But, previous to the construction of the draughts of a ship, intended
to carry a certain determinate burden, there are several points of the utmost importance which
ought to be considered and ascertained ; namely, the quantity of displacement and tonnage
when the ship is laden and floats on the water; the centre of displacement or cavity ; the
centre of gravity of the ship; together with the determination of the meta-centre or point of
stability: by all of which, connectively, the stability of the vessel and her power to carry sail
may be estimated. ‘The consideration and determination of these points become, therefore,
the subject of our next chapter.
CHAPTER II.
PRACTICAL METHODS OF FINDING THE GRAVITY, DISPLACEMENT, AND TONNAGE, OF A
VESSEL ; INCLUDING THE CENTRES OF GRAVITY AND DISPLACEMENT; WITH THE POINT
OF STABILITY, OR META-CENTRE.
§ 1. EXPLANATORY REMARKS ON THE CENTRE OF GRAVITY, AND THE MEANS OF FINDING iT IN
DIFFERENT FIGURES.
WE have already explained, in our first chapter, the nature of gravity, &c. but it may not,
perhaps, be superfluous to give here some farther elucidation of those subjects.
From what has been said, on the nature of gravity *, it may readily be conceived, that the
same quantity of matter may appear under different forms, but having still the same weight.
For a piece of lead, in form of a globe, of one inch diameter, may be extended so as to cover a
circle of one foot or more in diameter; but, it is evident, that the lead will be of the same
weight in both forms; and, if it were possible to press it so as to become a globe of.one
eighth of an inch diameter, or less, this small globe would weigh as much as the greater one:
but, because the parts of matter cannot penetrate into one another, this cannot be effected.
Let us then suppose the whole weight of a globe to be concentered into one point, or exact |
centre of itself, and we shall then have a correct idea of what is called its centre of gravity.
The centre of gravity then, of any body, is that point, upon which, if it was supported, or
by which, if suspended, it would rest immoveable in any situation, as if the weight of the whole
body was united in it. Hence, to find the centre of gravity of any body is, to find that point,
upon which, if the body rests, all the parts will be in equilibrium.
It follows, that the centre of gravity of a line or beam, as A B, is in the middle of its length ; .
so that, if supported by a fulcrum in the centre, it would hang in equilibrio, as a balance,
and the point of support will be the axis of the equilibrium: and if, in
this situation, a weight, equally distributed, as at A and B, were laid f1—_____a
upon it, the balance would still be the same.. By supposing a plane. to
cross the beam in the point of support, we shall have an idea of the plane of the equilibrium;
that is to say, of a plane in which the centre of gravity is to be found.
* See the Article Graviry, in Chapter I. Book I.
Cuap. II.] EXPLANATORY REMARKS ON THE CENTRE OF GRAVITY. 193
Upon the same principle, it: may be readily shewn, that the centre of a parallelogram is at
O: for, supposing the parallelogram to be formed by elementary lines parallel to AB, as eg,
the middle point of each will describe the line f h, the axis of the equilibrium in which the centre
of gravity of the whole figure must certainly be found. Let usthen sup- a__ se B
pose other elementary lines, parallel to BD, and we shall then have another
axis of the equilibrium, in which, likewise, the centre of gravity must be; ¢
and, because tlie point O is the only one common to both axes, it. must be
the centre of gravity: hence the centre of gravity of a parallelogram must ¢ h D
be in the centre of the figure. For the same reasons, the centre of gravity of circles, ellipses,
and polygons, of any even number of sides, will be in the centre of their respective figures.
Again, if we suppose, as shewn in the foregoing figure, an assemblage of similar parallelograms,
the centre of gravity or momenta of the whole, collectively, will, of course, be found in the
point O.
From what has been said it will be clear, that the centre of gravity of
any triangle may be readily found; for, if we bisect any two sides by lines
continued to the opposite angle, as the sides AC or AB by the lines
DB and AD, the point of intersection O will be the centre of ot fe
of the triangle.
Again, in the regular pentagon ABCD E, we shall have the axis Ah Ze
and the axis Bf; so shall O, the intersection of the two axes, be the centre
of gravity of the pentagon.
As, by the foregoing simple methods we may find the centres of gravity of regular surfaces ;
so, if we consider surfaces as the elements of solids, we may as easily find the centres of gravity
of solids. For, if we conceive the parallelopiped, represented in the margin, to be formed by
an infinite number of parallelograms, parallel to A BC D, the centre of gravity
of all the parallelograms will be in the centre of each figure, as before shewn ;
and, if we draw a line, 70, through all the centres of gravity, we shall have
the axis of the equilibrium in which the centre of gravity of the parallelo-
piped is to be found. Now, as all the parallelograms are equal, we may con-
clude that the centre of gravity of the parallelopiped is in the middle of the
axis no, at O. For the same reason, the centres of gravity of a cylinder, of a
sphere, or of an ellipsoid will be found exactly in the centre of these solids. “
As any prism may be considered as composed of surfaces, or thin slices, equal and Stier to
the area of its bases, a straight line drawn from the centre of one base to that of its opposite,
will pass through all the elementary slices; and, therefore, the centre of gravity of all prisms,
or cylinders, will be in the middle of that line, which is the axis of the equilibrium.
With respect to a triangular pyramid, it is obvious, that its centre of gravity will be found
Ce
194 OF THE GRAVITY, DISPLACEMENT, AND {Book II.
in a straight line drawn from the vertex to the centre of the base. For, supposing the pyramid
to be divided into elementary slices, parallel to the base, the centres of gravity of all these
surfaces will be similarly placed, and, using the same operation on all sides of the pyramid, we
shall obtain the axes of the equilibrium, whose point of intersection, at one-fourth of the length
from the base will be the centre of gravity. A Cone may be considered as a pyramid, having
an infinite number of sides, and its centre of gravity will consequently be found also at one
fourth of its axis from the base.
The Centre of Gravity of a ship, although a very irregular body, may be very nearly found by
an application of the principles which we have here explained ; namely, by finding the areas and
momenta of different horizontal and perpendicular sections, each of which is supposed to be divided
into figures so nearly regular that their differences shall be of little or no consequence in practice.
§ 2. OF THE GRAVITY, DISPLACEMENT, AND TONNAGE, OF A SHIP, &c.
As, in all ships of war there is a fixed height for the lower sill of the midship port above the
load-water line, with six months stores, provisions, &c. on board, their capacity should be simply
adequate for this purpose, neither more or less ; it should not be more, to avoid superfluous
expence in construction and the additional number of men required to navigate ; nor should it be
less, from an obvious general insufficiency to answer the required purposes ; the bias should
rather lead to increase than diminish in capacity. In merchant ships an exact estimation of
their capacity is more frequently required to regulate the port duties and the contracts between
merchants and owners and builders, than to insure them stiffness, a fixed line of floatation and
fast sailing, as the charge may be regulated by their ability to support it, and their load-water
line may be considerably varied without any hurtful interference with other essential requisites.
We have already explained that, by the laws of hydrostatics, every floating body displaces
a quantity or weight of water equal to its entire weight ; nothing more is therefore required,
for the determination of the capacity of a ship of war, than to ascertain when she is loaded to
her deep or load water mark ; that is, when all her ammunition, provisions, stores, men, &c. are
on board, and the ship, in all respects, ready for sea.
Hence, if we observe, what draught of water a ship draws when she is laden, with every
thing on board, and supposed to be immersed to her deep water mark, or load water line, we
shall have only to find a method whereby we may come at the true number of cubic feet con-
tained in the ship below that line; which, consequently, will be the number of cubic feet in
the bulk of water displaced by the ship in that position: whence, by calculating the weight of
so many cubic feet of water, we shall obtain the true weight of the ship with every thing on
board, and ail that leans or presses upon her.
Now, as ships of the same number of guns and tons, are nearly of the same dimensions, we
may, by knowing the weight of such a ship, compare it with the estimated weight of a
ship, the plans of which we have constructed, by examiing the draught of water, and comput-
‘ing the weight therefrom. If the weight be found to agree with the known weight of that
~
Cuap. IT.) | TONNAGE, OF A SHIP, &c. 195
of similar size, the load water line may be considered as rightly placed; and, we shall know,
for a certainty, how much water she will draw when brought down to her load water mark ;
in consequence, we may determine on the height of the lower deck ports, by which the true
placing of the decks, &c. must be regulated.
But, if the weight, as laid down in the draught, exceeds the weight first mentioned for ships
of a similar size, the load water line in the draught is placed too high, and must be lowered
till both the weights are found to agree: for the same reason, if the weight of the ship, in the
draught, appears to be less than the weight first mentioned, the water line will be then too low,
and must be raised accordingly.
The ship may be laid down in the draught either so as to sail on an even keel or so as to
draw most water abaft ; but the larger classes, in general, are recommended to be constructed
- for an even keel, as we have before noticed, having thus the advantage both with respect to
strength and velocity. For, if a ship constructed to sail by the stern, be brought down to her
load water mark so as to sail on an even keel, her strength and sailing qualities will be con-
siderably diminished ; and, the fore part, being brought down lower than it should be, the
middle of the ship maintaining its proper depth in the water, the after part must be, by these
means, lifted, and will press downwards with a strain which may continue until the ship’s sheer
is entirely broken. It is probable, that, from this reason, we see so many ships, after having
' sailed’a little while, with broken backs (as it is termed ;) that is, with their sheers altered in
such a manner, that the sheer rounds up, and the highest part is in midships.
Such are the disadvantages arising from not paying a due attention to those points in the
construction of a draught ; therefore, when the load water line is found to be situated of a proper
height on the draught, according to the weight given, and likewise drawn parallel to the keel,
as supposing that to be the best sailing trim, the next matter will be to examine whether the
‘body is constructed suitably thereto, in order to avoid the ill consequences which we have
noticed.
For this purpose we must, in the first place, divide the ship equally in two, lengthwise, be-
tween the fore and after perpendiculars described on the draught; and, the exact number of
cubic feet in the whole bottom beneath the load water line being known, we must find whether
the number of cubic feet in each part so divided is the same; if they prove to be so, the body
of the ship may then be said to be constructed in all respects suitably to her swimming on an
even keel, let the shape of the body be whatever it may, and which will be found to be her
natural position at. the load water line.
But, if one of the parts should contain a greater number of cubic feet than the other, that
part which is the heaviest will sink the deepest, supposing the ship in her natural position. Then,
in order to render the ship suitably constructed to the load water line in the draught, (which is
parallel to the keel) we must subtract the number of cubic feet contained in the lesser part,
from the number contained in the greater part, and then fill out that part of the body which
contains the lesser quantity, till it has accumulated half the sum of the difference, and draw
in the other part of the body proportionably, so as to make both parts equal. Thus will the
ship’s body be so constructed as to swim on an even keel. ,
196 OF THE GRAVITY, DISPLACEMENT, AND [Boox II.,
Also, if we propose that a ship, to be laid down, shall not swim on an even keel, but draw
more water abaft than afore, we must then, by comparing the fore and aft parts of the ship’s
body together, swell out the one part of the body and reduce the other ; so that the ship shall
have her natural position when brought down to the load water mark, as required.’
It has sometimes been supposed that, to construct a draught is no more than to draw the
several lines which compose the whole, and form the representation of the sheer draught, half-
breadth, and body plans at discretion, shaping them in such a manner as only to answer par-
ticular purposes, as stowage, dispatch, &c. without the least attention to some considerations
which are most essential to every class of shipping. A ship thus constructed, if put together as
‘strongly as possible, and by the most skilful workmen, and likewise with the best materials,
would not, unless by mere chance, answer the wished for purposes so well as one put together
in a more unskilful manner, and with more unsound materials, but constructed agreeably to
the dictates of theory and experience. Because the latter would always wear easy, by-being
kept in her natural position and free of compulsion ; whereas, on the contrary, the former
might, by continual strains, in consequence of her body being irregularly formed, be wearing
herself to pieces, and trying every part to the greatest degree; and, by the time that the
strength of the latter began to decline, the first would not be in value equal to one half of the
value of the other ship.
In. order that the student may not fall into such errors, we shall endeavour to reduce the
theory of what has been said into practice, by which he may be able easily to go through the
whole process, and thence be convinced of the propriety of these considerations in the construct-
ing or forming of a ship’s body. |
It will be necessary, in the first place, to calculate the weight of a ship, ready equipt for sea,
from the knowledge of the weight of every thing in her, and belonging to her, as the exact
weight of all the timber, iron, lead, masts, sails, rigging, and, in short, of all the materials, men,
provisions, and every thing else on board: her, from which we shall be able to judge afterwards
of the truth of our calculations, and likewise whether our load-water line in the draught be placed
agreeably thereto.
The draught which we shall make use of to make our computations Freed will be that of the
eighty-gun ship. (Plate 1.) |
In order to ascertain the weight of the hull, the timber is the first article which comes under
consideration ; we must, therefore, make a true calculation of every cubic foot of timber con-.
tained in the whole fabric; which we shall be able to do by means of the draughts, and the —
principal dimensions and scantlings ; observing to distinguish the different kinds of timber from
each other, as they differ considerably in weight ; and, then reducing the number of cubic feet
contained in the different sorts of timber into pounds, and adding them together, the true
weight of the timber will be found. In the same manner may the weight of all other particulars,
as iron, lead, paint, &c. be found, and the true weight of the whole obtained.
In reducing quantity into weight it must be understood that a cubical foot of oak is equal to
925 ounces or 574 pounds, and that other bodies are to each other in the Propor}icam stated
under the article Specific Gravity, in Chapter I. of the first Book.
TONNAGE, OF A SHIP, &c,
It must be admitted that, to obtain the weight of a ship in this manner, is a laborious task ;
and, that difficulties may arise in the trial thereof, which cannot be gotten over by many persons,
who are not conversant in mensuration ; as, in the measuring so many pieces of timber that
compose a ship, there are many figures extremely irregular ; and, therefore, as we cannot enter
so fully into the subject as its nature would admit, we shall, for the better information of that part
of our readers, as well as of those who are not disposed to give themselves the trouble of such a
trial, lay down the weight of the eighty-gun ship of two decks, as calculated, and as supposing
her to be brought down to the load-water line, with provisions, ammunition, men, &c. on board,
and in all respects fit for sea.
AN ESTIMATE of the WEIGHT of the EIGHTY-GUN SHIP,
as fitted for Sea, with Six Months’ Provision, &c.
Weight of the Hull.
No. of feet |No. of Ibs. | Tons. Ibs.
Oak Timber, at 571b, 130z. to the cubical foot ........ 48497 | 2803733 | 1251 1493
Fir Timber, at 344 1bs. to the cubical foot ........-0e00. 4457 | 152652 68 332
Elm Timber, at 372 lbs. to the cubical foot ........... eooess,. O20 19500 8 1580
Carved work and lead work .«......+.+000. Brags s Peuses eens i 4651 2° 171
' Tron Work, rudder irons, chain plates, nails, &c. ........00— 88254. 39 894
Pitch, tar, oakum, and paint .....sseseosceseeeveesesensseeecee 17920 eas"
Cook room, fitted with fire-hearth, &C. cseccsessssscsesseses = — 16123 4 443
Total
Weight of the Furniture.
No. of Ibs.| Tons. Ibs.
Complete set of masts and yards with the spare geer «.......4.. 161000 71 1960
Anchors with their stocks and master’s Stores ..ccscsspeveeee = 39996 17°1916
Rigging .secereceiscececencsones Seaukhvite asevaeue nan Ont ete 69128 30 1928
Sails, complete set with spare ....ccccceees Sanwa wus Seatare rites ees 32008 14 648
MARU GE TASS IUEUS v ocecasusesccsecnccvnccessngsereteces tes saneus 73332 32 1652
Blocks, pumps, and boats .sessssescersvsrnvevevescoesasssceessssvsees 62056 27 1576
Total 437520 195 720
Weight of the Guns and Ammunition.
—
3102833 11385 433
LE AALS
SS
No. of lbs.{Tons. Ibs.
Guns with their carriages COCO COREE RSE OT ORTHO EH SHEE HOR HOT OH OHO LOSERS 377034 168 714
Powder and shot, powder barrels, &C. csscscsscsescsereesenees . | 116320 | 51 2080,
Implements for the powder .....ssscscssssssevccnescssecereeesseceners 6500 2 2020
Implements for guns, crows, handspikes, &C. cseseseseeeerenceeees 21573 9 1413
Total 521427 | 232 1747
198 OF THE GRAVITY, DISPLACEMENT, AND fBoox II.
Weight of the Officers’ Stores, &c.
1 No. of Ibs. | Tons: Ibs,
Carpenter’s Stores ssecrccsssereeeee Saeeaie saps h eee dil degsesivasiens | RAT ef PAE
Boatswain’s StOres cccccrseesesseccscesccecces soescoveeveseoee oaestescones 21112 9 952
Guner’s SOLES sissecssesccccccencsevevsseseesssvecesseecescsseres Seeee 8964 4 4
Caulker’s stores 0. Ss cvwlledde uses ecusanscadis vesepencaases teeccuvagiepes 5200 2 720
Surgeon’s and Chaplain’s effects....seccsccsersrcceevevesesseses nr aA all liad .
Total 66559 ‘9 1599
No. of Ibs. {| Tons, Ibsi
1388828 620 28 |
Weight of the Provisions.
Provisions for six months for 700 men, with water, casks, and
Captain’s table ..... eiuaethhe sdnaneagngeue:sauadasashss ras bxagneses
Weight of the Men, &c. |
No. of Ibs; (Tons. Ibs.
700 men, including the officers, and their effects .....++e00 perk 228673 102 193
Ballast eeoeeeeeeeeeee eecoeeeeeeeeseeeosetee see eee 141 1200 630 a :
Total | 1639873 732 193
RECAPITULATION.
No. of Ibs.| Tons. lbs.
The Hull COSHOTHHETEEHH ESE HED SEO EER ETH EHE EHS ES Coe eceesenterere 3102833 1385 433
The Furniture Sis Ge ee RSaWcs Sapetedta tens casual Nosetnes 437520 | 195, 720
Gianis “SRI IONRS se ciy en canvecsotercoovencdasesvesesetinasencenee 521427 232 1747
INCHES SIOTES | vase ses oss trates s scarocesassscceacddacnssteuesieacnaan tts 66559 29 1599
BrOViSIONS §cccsccnsevcsuccsgvscrsoodeccssseseces Cdoeecercccccnsccsevenccese 1388828 | 620» | 28
Weight of the men and ballast ....scsccsscccecsesesseeeees Serer eer 1639873. | 732193"
Total | 7157040 |3195 240
We now find, agreeably to the above estimate, that the eighty-gun ship weighs, when
brought down to her load water line, with every thing on board, and fit for sea, 7157040
pounds, or 3195 tons ; and may therefore now know, to a certainty, if the load water line in
the draught be properly placed, only by reducing the immersed part of the bottom into cubic
feet ; for, if the eighty-gun ship weighs, when brought down to the load water line, 3195 tons,
she must sink so far into the water till she has displaced a column of water weighing 7157040
pounds, or 3195 tons; and, a cubic foot of salt water being supposed to weigh 643lbs, we shall
therefore find that, if we divide 7157040 by 643, the quotient will be 111177 feet, which is.
the bulk of that column of water which she should displace when brought down to her load water
line; or, if she displaces 111177 cubical feet, we may then conclude that she weighs 3195
tons.
Cuar. IT.] TONNAGE, OF A SHIP, &C, 199
We should, therefore, always make an exact calculation of the contents of the immersed part
of a ship’s bottom, before we determine on the place of the decks and other works, as there can
be no dependance placed on their situation with respect to the load water line, until such cal-
culation be made.
The solid contents of a ship’s body, were it any regular figure, might be very easily found
geometrically; but as it is quite otherwise, we must be satisfied with taking the trouble of
dividing it into parts, of which we may have so many, that they may be considered as regular
figures in the admeasurement, and limited by straight lines, although some are actually
curves. »
In the draught of the eighty-gun ship, the bottom is divided: on the plane of elevation into
several parts ; vertically, by the lines that represent the frames, and, horizontally, by the water
lines; so that the whole may be said to be divided into so many parallelopipedons, limited at
one end by a plane, supposed to be erected vertically upon the keel ; and, at the other end,
by the round of the outside of the ship, and their upper and lower surfaces by the water
lines.
Now, it is plain, that the area of the surface which limits the lower part of this solid, is less
than the area of the surface which limits the upper part ; we must, therefore, add both the areas
together, and take one half of the product fora mean area, which, if multiplied by the depth
_of the solid, that is, the distance between the two surfaces, will produce the contents of the
solid in cubic measure ; then, by finding the contents of every solid in the same manner, and
_ adding them together, we shall have the solid contents of one side, and, by doubling the sum,
have the solid contents of the whole bottom.
But, as it is so very tedious in the operation to find the contents of every parallelopipedon
singly, we shall introduce a method whereby we may find the contents of all the surfaces which
are contained on tlie same plane at once; that is, by one operation, to find the area of the
whole surface formed by the horizontal section or water line, except that part intercepted be-
twixt the aftermost frame and the post, and the part contained betwixt the foremost frame and
the stem, which, on account of their forming such irregular figures, must be measured
__ separately.
RULE. Take the length of every other one of the lines that represent the frames, in the
half breadth plan, upon the upper water line; add them all together, except the foremost and
aftermost, of each of which take only one half; then multiply the sum by the distance between
the frames so taken, and the product will be the area of the water line contained betwixt the
foremost and aftermost frames; then find the area of that part abaft the after frame which
forms a trapezium, and also of the post and rudder ; and, likewise, find the area contained in that
part afore the foremost frame, and also of the stem and gripe; then add these last areas to the
area first found ; the sum, doubled, .will be the area of the surface of the whole water line.
The areas of the other water lines may be found in the same manner; and, then, by adding
all the areas into one sum, except the uppermost and lowermost, of each of which only one
half must be taken, and multiplying that sum by the distance between the water lines, (observing
200 OF THE GRAVITY, DISPLACEMENT, AND [Boox II.
that the water lines in the plane of elevation be equally distant and parallel to each other) the
product will be the solid contents of that space contained between the lower and load water
lines.
In the next place, add the area of the lower water line to the area of the upper side’ of the
keel, and multiplying half the sum by the distance between them, the solid contents of that
part will be found between the lower water line and upper side of the keel, supposing them
parallel to each other; but, if the lower water line should not be parallel to the keel, the
distance between them must be taken at every other frame, and added together ; then, by di-
viding the sum by the number of frames so taken, the quotient will be a mean distance, by which
the mean area is to be multiplied as before.
The solid contents of the keel may be next found; and, by adding that to the solid contents
of the different parts before found, we shall have the whole number of cubic feet contained in
the immersed part of the bottom, or that part below the load water line. f
THE APPLICATION OF THIS METHOD, IN FINDING THE CUBIC FEET CONTAINED IN THE BOTTOM OF
THE EIGHTY-GUN SHIP, BELOW THE LOAD WATER LINE.
The fore body is divided into four, and the’ after body into nine, equal parts, upon. the
Half Breadth Plan, or horizontal plane (see plate 1), besides the parts contained between timber
32 and the stern post, and timber Q, forward, and the stem.
The sheer-plan, or plane of elevation, is also supposed to be divided into five equal parts fr
water lines drawn parallel to the keel, all of which are formed on the half breadth plan.
Note.—A medium thickness must always be added to each line that represents the outsides
of the timbers upon the half breadth plan, for the bottom plank ; say five inches ; which will be
a mean between the thickness of the plank next the wales and that on the lower part of the
bottom. It may also be observed, that the plank always measures full its thickness when
measured upon a horizontal plane.
* Cuap. ID.) OR WEIGHT OF A SHIP. 201
EXAMPLES.
1. To find the Areas of the Water Lines from Dead-flat aft.
Upper or Load Water Line abaft ®. Second Water Line abaft ®.
The Half Breadth: at @ is 24.10; of which (ft. znc. The Half Breadth at @ is 24.0; of which ft. inc
one’ half is iseicsceeseee GUAR, eorrees 1re5 Une Hale -1S) savivves ote: CURRY. Ao ctptettc tae Oo
at Frame (5)i8... eeseceee 24°10 — at Frame (5) is .....0 seeee 24 0
EOE Pate Se tens saesagtcesse 24 10 —————————. at Frame 4 ..... i oreo 24-0
BE Pranic UO vcecssese one 24 8% as mons Ab MY ATAGIG I Se sald ostceeeett 2 ~25--tt
Neen EEE at Frame 12 eesrteaseree erre 24 Te a a at Frame 12 eeaeeoeeseres eeeee 93 +
at Frame 16 .:...... a 24° 6 —___ -—___—_-—- at Frame 16 ....... ooventeres 23-6
‘FE Sarereressen at Frame 20 wearers nreaee . 24. 3 | cues “or cae eee ee ee ed at Frame 20 eeeeeerereeseeses 23 $
———————————— at Frame 24 eeeecereee evorce 23 8 a a at Frame 24 Pee eeryrevesesere 22 3
: at: Frame'28 ..0siJecsceeves a2 20 — — at Frame 28 ....... dies ce 20 7%
<< —_—_—— at Frame 32 is 20.9; of at Frame 32 is 17. 43; of
c bephich one half is ....c.cccoccerccvsveess 618100844 hich omethalf is ir icctivedseas ces Fila. COS
: Sum... 216 87 Sum ... 205 11
_ Multiply by distance between the Frames 10 11 Multiply by distance between the Frames ... 10 11
Product ; or Area to Frame 32 «...+++++ +» 2365 85 Product; or Area to Frame 32 ....seeeseeeeee 2247 11
Area of the Part abaft Frame 32. Area of the Part abaft Frame 32.
The Half Breadth ab Frame 32 is Jt. inc. The Half Breadth at Frame 32 is St. inc.
20.9 3. of which one half is essen 10 4t 17.4; of which one half is 2 8 8
at Frame 33.18... - 20 1 at Frame 33 iss... 15 10
—————_—_—_—= at Frame. 34...... ... 19 $ Se at Frame’ 94° 133.08. 19 PI
a —————— at Frame. 35......0005 ais 2 einen He FramenS 5 rscce. 11 8
MA BEANG, GO.coe.cvioedttO s BS pense HIME PATIIOA SOUae vet ene 8 10
rei AE PLANE, 37. aversive PS. 4 Se eee AG, PTAMOM OT Bete tess 5 10
tne Ab Frame 38) ...c0.c8e 7 8 eee at Frame 38°26 S" 27
Post is 11 inches; the half is ..... nse ee On SS - Post is 10 inches; the half is ........ Ve
Sum ....105 9 Sum ... 67° 9
Multiply by distance betw. Ordinates 2 82 Multiply by distance betw. Ordinates 2 83
Product; or Area abaft Frame 32... 288 74 288 7 Product; or Area abaft Frame 32 ... 184 103 184 104
; Se Oo 2432 92
Half Area of Rudder and Post .... 5 6 Half Area of Rudder and Post .... 55
2659 10 2438 2h
Multiply by ........ 2 Multiply by ......++ 2
Whole area of the Load Water Line Whole Area of the Second Water Line
from Dead-flat aft s..ssesssereeeeerseee 5319 8 from Dead-flat aft ..... CSU Naa ve duicones 4876 5
Dd
302 OF FINDING THE DISPLACEMENT
[Boox II.
Areas of the Water Lines from Dead-flat aft.
Third Water Line abaft ®.
The Half Breadth at @ is 22.2; of which ft. ine.
One Hall 8" crscccevics toes: hetwaphew senehas Beat Pad |
at Frame (5) 18 ..siecceveeeeoes 22. 2
——. at Frame 4..... oon edd cies douqr22, 2
————— at Frame 8 wrrcccccsessscceseee 22 1
—————-—_——-— at Frame 12 ....ccccsceeveereeee 21 10
—————_ ——— at Frame l6 ...... cevereeruired 21.
- —— at Frame 20 «....sceceseseeeseee 20 10
= at. Frame 240% 9, cvisterceteedeee FQ 5
——— at Frame 28 ....cecscseeees corse 16-6
at Frame 32 is 11.2, of
which one half is eteeoeseeeeeeseseeneeeiseeee 5 7
ta
Sum .... 183 2
Multiply by distance between the Frames .... 10 11
Product ; or Area to Frame 32 ssscorsescereeseree 1999 62
Area of the Part abaft Frame 32.
The Half Breadth at Frame 32 is Jt. inc.
11.2; of which one half is ....... 5
QUE rAMe 33, Sicsecaseper ess
at Frame 34+ ssiscosecasceses) 7
at, Frame’ 35> sctcavesecseesme O
— at Frame 36 csccccccccsccees +
at Frame 37 cess Bs caguins ara
at, Frame: 38 / sci cccsesseseeee t
Post is 10 inches ; the half is ........ O
Sum .... 36 10
Multiply by distance betw. Ordinates 2 84
Aeroandbdoorsenr
Product ; or Area abaft Frame 32 100 6% 100 63
DIOO met
Half Area of Rudder and Post ......0¢ 576
2105 7
Multiply by ... 2
Whole Area of the Third Water Line
from Dead-flat aft Seeeeeeheeeoreeeseeeevesecesee 4211 2
Fourth Water Line abaft @.
The Half Breadth at © is 20.1; of which
One half is ..cccccccccssssssccepcessccssscesess 10 OF
— at Frame (5) iS sesseecsesreeee 20 1
at Frame 4 ...csscecsersveveees 20 1
at Frame 8 Be eeeeeeereseseesees 20 0
7 SINTER Hom! at Frame 12 See eeesesosesesesese 19 Tt
at Frame 16 «cass sahsasnbeneeeeeees
at Frame 20 _.<: égacakesenaenmaeea ene
at Frame 24. ci: caccksccunseiitianekibe
at Frame.28.....ids das: cdecannaneameei ele
at Frame 32 is 5.10; of
which one half is, :s0ssbbsecceevpvessseee 2-11
’ 155 3
Multiply by distance between the Frames .... 10 11
Product ; or Area to Frame 32 seerecssevsceres 1694 92
Area of the Part abaft Frame 32.
The Half Breadth at Frame 32 is (ft. inc.
5.10; of which one half is ..... 2 11
at Frame 33 iS. ssccssssoosvee 4 97
- at Frame 34, ..didpredeebdcne Oe 0
at Frame 35.)....s% demueeen aed
————+— at Frame 36 wreccccscscessers 2
at Frame. 37, ...«+ntseseesbeek
at Frame,38: ..0.ssdessteaceee Mn
Q
0
]
7
1
Post is 9 inches; the half is ....ecceee 45
Sum ... 19 OF
Multiply by distance betw. Ordinates 2 83
51112 51112
1746 92
Half Area of Rudder and Post .....eesee+ 5 0
1751 92
Multiply by ... 2
Whole Area of the Fourth Water Line from -
Dead-flat aft OO Operon eeeren"seceeteeeesene cee 8503 63
Caap. II.)
OR WEIGHT OF A SHIP.
Areas of the Water Lines from Dead-flat aft.
Fifth Water Line abaft ®.
‘The Half Breadth at @ is 17.2; of which
one half is eereeee eee eee see eeeseseereeeeeseeeenree 8 7
at Frame (5) 18 scocccsseseeess 17 2
Oy SR Se ee errs i AP
a ee” a meaeeaacecmmmemenel at Frame 8 Cee eeeerrecssee 16 10
Te lla at Frame 12 eeeeeeesreseoesesres 16 3
sn RSNA ene aaa at Frame 16 Coase eeeraerereeres Ls 2
BRE TAINR OO Tenacasscevsdiee. ibe 8
at Frame 24 .ocecos. assem 8 6
SESE TAN Gs 2S teers ces eos apes an?
at Frame 32 is 2.8; of a
a cade cod gatdacwliecnienss'sdads ek ait
Sum ... 118 10
Multiply by distance between the Frames 10 11
Product ; or Area to Frame 32 ......esesccoeee 1297 3
Area of the Part abaft Frame 32.
The Half Breadth at Frame 32 is 2.8; .ft. inc.
of which one-half is ........ 1 4
at Frame 133.8 ......00.00+ oir 24
at Frame 34 eteesoeeceeeses l ll
at Frame 35 eeeeeeeeeeesere 1 6
at Frame 36 eeee@weeeoeeceeaee e 1 2
at Frame 37 seeeeveeeseeeece 1 O
Saas, at Frame 38 eeoeeessereesee (8) 9
Post is 9 inches; the halfis............0 42
Sum... 10 42
Multiply by distance betw..Ordinates 2 83
Product; or Area abaft Frame 32 ...28 33 28 32
1325 63
Half Area of Rudder and Post ........04. 4 6}
1330 14
Multiply by ...... 2
Whole Area of the Fifth Water Line
fromm Dead-flat aft. ....00clvccdddcsecsecssese “2660
203
Results, &c.
St. me.
Half of the Area of the Load Water Line 2659 10
Whole Area of the Second Water Line ... 4876 5
Whole Area of the Third Water Line ...... 4211 2
Whole Area of the Fourth Water Line ...... 3503 62
Half Area of the Lower Water Line ......... 1330 124
Sum ... 16581 03
Multiply by the distance between
the Water Lines ...csscosceseeeeeeerere 4
Product, in cubic feet, between the
Lower and Load Water Lines ....... 67706
Area of the Lower Water Line 2660 24
Area of upper side of keel 184 6
Sum ... 2844 8£
One half is ....secseeees
Multiply by distance between
Lower Water Line and Keel 4 1
Cubic feet contained between
1422 41
Lower Water Line and Keel 5807 113 5807 1 1z
Cubic feet of the keel, lower part of
the rudder, and false keel ....seecsee0e = 415
lz
| eEEREEEaee ee
Cubic feet abaft the Midship Frame
under water, when loaded .........0. 73929 03
—_
Steer ee
204
OF FINDING THE DISPLACEMENT
[Book II.
2. To find the Areas of the Water Lines from Dead-tlat forward.
Upper or Load Water Line afore ®.
The Half breadth at © is 24.10; of which St. inc.
one half is eee Peeeeeeoeeeeeeeeee ee eatreseseeten tT? 5
at Frame D is ...... a Sse aa 24 10
at Hrame vil) vecsaeees vadiewdues 24 7
MEH ranie WL) eesere dee ees stone 24 0
at Frame Q is 21.10; of which
ene:half is *s63:3..¢220s lider tse een LO’ 17
Sum eee 96 9
Multiply by distance between the Frames ... 10 11
Product or Area to Frame Q .esccccsessecsvess 1056 21
Area of the Part afore Frame Q.
Half breadth that Frame Q is 21.10; ft. znc.
of which one half is ....... 10 11
BURP RAMs O1Ss saciase ceases 20 11
AL TEraMens aaeneene rs aa stale 19 8
at Frame T ..... Senas elfen wi8 OF
at erame (Ul Voc ceant sass ccm eee ueLal
at eranie MW & ccelecants Ts we etage 12 10
Bt PTAC PM susteencsedeneene el)
Stem is 0.9; the half is ...csccecceesee 0 42
Sum ... 107 5
Multiply by dist. betw. Ordinates... 2 83
Product, or Area afore Frame @ ... 293 13 293 13
1349 4
Half Area of Stem and Knee ......ce- 4 O
1353 4
Multiply by ... 2
Whole Area of the Load Water Line
from Dead-flat forward ..cosscessseeveeese 2706 8
Second Water Line afore ®.
The Half breadth at @ is 24.0; of which ft. inc.
one half is ....... cocesscccccccsecccccessscceses Le QO
— at Frame D 18 iasasecesscssecsh am tO
at Frame H irecssssscsersceveee 23 A
at Frame.M .:,cgiyeseesasebenn cies 8
———_ at Frame Q is 20.2 .
of which one half is
ae
ee
see eeccverceveaeeevenees 10 1
Sum ... 92 2
Multiply by distance between the Frames 10 11
Product or Area to Frame Q wsecsosssssereree 1006 12
Area of the Part afore Frame Q.
The Half breadth at Frame Qis . ft. ine:
20.2; of which one half is ...... 10 1
at )Frame. Ris. wesed ue ig Ss BBO
at ‘Frame::S. sos sesepskswe tes OOO
at ‘Frame. T. «sana 1564 3 -
at (Fraime. .«sssssseeus wee 36
at Fraime. ‘W...:scosscsssdveest ian at
at (Frame. 4. c.scsukenen ee ere A
Stem is 0.95. the half. is.....,sasas) O9Me
Sum ... 88 8
Multiply by distance betw. Ordinates 2. 83
Product; or Area afore Frame Q .., 241 11¢ 241 113
1248 14
Half Area of Stem and Knee ....ccvesceseees ee)
1251. 124
Multiply by ... 2
Whole Area of the Second Water Line
from Dead-flat forward COP eoroeenseresrnere 2502 3
Se ee
-Cuar. IL.]
OR WEIGHT OF A SHIP. 205
Areas of the Water Lines from Dead-flat forward.
Third Water Line afore ®.
The Half breadth at @ is 22.2; of which one ft. znc.
a a Se ee a TD
SOMETIME DD! 18 inde sdycwoesesacs 22> 1
Sera He cigs. ivids weds Ain
at Frame M ..... BRA TE ON. 2052.3
at Frame Q is 16. 8; of which
SHS HAGiIs Ws). TIS |S
, Sum... 83 4
Multiply by distance between the Frames .., 10 11
Product or Area to Frame Q weessersssereeeee 909 82
Area of the Part afore Frame Q.
The Half breadth at Frame Qis 16.8; ft. inc: -
of which one half is .......... 8 4
at Frame RB: is ......... Nae bea de
at Frame (S wicseu0is... 13 42
Re caps tecknd Lie
at Frame U ......... cairo FOS
BET TEIO OW cisveccccscace 4 Ll
at Frame X is 0.9; the
half is Sec eeeeeooeeeveoreas O°: 4f
Sum... 61 5
Multiply by distance betw. Ordinates 2 83
Product or Area afore Frame Q 167 74 167. 74
1077 4
Half Area of Stem and Knee .........000. 2-0
1079 4
Multiply by ... 2
Whole Area of the Third Water Line
‘ from Dead-flat forward ....sssccccereere 2158 8
——-
|S ee eee
Fourth Water Line afore ®.
The Half breadth at @ is 20 feet 1 inch ; of which ft. zc.
ohe: half (18 .scddevsies eda ee MAURIE iT Svein Visine 10. OF
at Frame D is......... Sere 19 10
at. Frame H | -.5.4;.. eseeveccucas 19 12
aby Frame Mo catsass ohn chee es 16 10
at Frame @ is 12.0; of which
one half is CCH CTH EHTS O SE SEH AES EERE HERE A HEHE Ee 6 16)
Sum ... 71 10
Multiply by distance between the Frames ... 10 11
Product or Area to Frame Q w.sccsesssiveevees 784 25
Area of the Part afore Frame Q.
The Half breadth at Frame Qis 12 ft. ft. inc.
of which one half is ........ 6 O
at Frame is tie oese re 8
at Frame S .....66 ena ceeye 8 42
-————_ at Frame T ....... teesestele Oo
at Frame ©) vi ccccscaces oe Pl ee 7
at Frame W is 0.9 ; the
ratty Wee ae
Sum... 34 6
Multiply by distance betw.Ordinates 2 82
Product or Area afore Frame Q 94 13 94 13
878 42
Half Area of Stem and Knee ....ceseeceeee 2 10
Multiply by ... 2
Whole Area of the Fourth Water Line,
from Dead-flat forward .........06 serarsarees 1762 42
——
en
206 OF FINDING THE DISPLACEMENT {Boox II.
Areas of the Water Lines from Dead-flat forward, &c.
Fifth Water Line afore ®. Results, &c.
The Half breadth at © is 17.2; of which ft. ine. St. ine.
one (half-ia Una. c.caccecanete@eravenees) 90 0" 7 Half the Area of the Load Water Line ...... 1353 4 —
at Frame Diis sigue. cst. 16 8 Whole Area of the Second Water Line ...... 2502 $
at Pratac UH - «istsacexstetencen Teale Whole Area of the Third Water Line ....... 2158 8
snaicatiteraa Bt EMMIS ctv casrovedeiewers edie. & Whole Area of the Fourth Water Line ...... 1762 4°
———__—_—- at Frame Qis 6.0; of which Half Area of the Lower Water Line ......... 629 2
one halfis ....... Gi iitasvenses Gane nom O
8405 9% _
Septem Multiply by ee 2 between the / 4
Multiply by distance between the Frames ... 10 11 SLT. PANGS 2 ss» Sea tee i daa
Pade o Arc Fre vnsennnn ov ing | Pinel ue fe betmenahe Lower
| Area of the Lower Water Line 1258 4
Area of the Part afore Frame Q. Area of upper side of keel «+. 84 00
Sum ... 1342 4
The Half breadth at Frame Q is 6.0; ft. zac.
of which one half is...... 3 O " ‘ One half ise ey ee
at Frame R is swe 4 63. Multiply by distance between
at Frame S .....seee soteho “LO Lower W ater dine aie Reel 4 Y
at Frame T is 0.9 ; the Cubic feet contained between
half iS ssesssseeseees vere O49 Lower Water Line and Keel 2740 7 2740 7
Cubic feet displaced by the Keel, False
Sum ».. 10 9 Keel and ‘Gripe cccceresssdavenseseccenseeuste’ | 183 112
Multiply by distance betw. Ordinates 2 8} ~ 7”
‘ Cubic feet afore the Midship Frame under
Product; or Area afore Frame Q ... 29 4 29 4 _ water, when loaded .....esecccesssvessvseee, 37248 2
Sarees ——
624 32
Half Area of Stem and Knee ..sccccceeee 4 104
629 2
Multiply by ... 2
Whole Area of the Fifth or Lower Water
Line, from Dead-flat forward ...-...s00... 1258 4
TOTALS.
Jt. inc.
Cubic feet abaft the midship frame under water when loaded ...sssssecseeseseereeeeenns 73929 OF
Cubic feet afore the midship frame under water when loaded s.ssccccccsssssseesseeseves 37248 2
Total number of cubic feet under water when loaded ......csscscecscecsscscccscecsesesseee 111177 23
Multiplied by the weight of a cubic foot of salt water, Which is ......ccsccsscesscsscessees 64-3 Ibs,
Produces the weight of the whole ship with every thing on board=3195 tons 240 lbs, or 7157040 lbs.
—
0 Se SE ee
Cuap. II.) OR WEIGHT OF A SHIP. 207
According to the preceding calculation, the displacement agrees with the estimated weight
of the whole ship; by which we find that the Ioad water line in the draught is properly placed,
and agreeable to the weight of the ship before found. In like manner may, therefore, the
weight of any other ship be found: and, by reducing the displacement of the bottom into cubic
feet, we may always ascertain if the load water line in the draught be properly placed.
If the load water line be found correct, it still remains to find whether the body be con-
structed suitably thereto ; that is to say, whether the ship will be in her natural position when
brought down agreeably to that line. For this purpose, erect a perpendicular twenty-seven feet
abaft dead flat, which will be in the middle between the foremost and after perpendiculars,
and the place where the centre of gravity should fall, in order that the ship may float on an even
keel. Then calculate the displacement of that part of the bottom between the middle per-
pendicular and dead flat, as presently shewn, which we shall find to be 21305 feet 03 inches; and,
adding the sum to the number of cubic feet afore dead-flat, we shall have the displacement
of the fore part of the bottom. By deducting the sum from the number of cubic feet abaft
dead-flat, we shall have the displacement of the aft part of the bottom, and may then examine
the difference, if any, thus :
Half Breadths of the water lines abaft dead-flat, to be multiplied by the distance from
to the middle perpendicular.
Load Wat. L. Sec. W.L. Third W. L. Fourth W. L. Lower W. L:
ft. inc. St. ine. ft. ine. Jt. ine. St. inc.
Half Breadth ..........24 10 24 O 22 2 20.1 17... 2
Multiply by Distance 27 0 27 0 27 -'O 27 0 37° «OO
Half Area 670° 6 648 598 6 542 3 463 6
Area —-:1296 “1197 0 1084 6
St. inc
Now the Half Area of the Load Water Line, as above, is .....0.... 670 6
Whole Area of the Second Water Line ....cecccccccccsceconees 1296 0O
Whole Areaof the Third Water Line .............. ent ue recat 1197 O
Whole Area of the Fourth Water Line .......ccccoccecccceeece 1084 6
Half Area ‘of the Lower Water Line ....c.ccccccscccccccccsceccs 463 6
ATT SO
Multiply by tne distance between the Water Lines wsseeccccseese
“$olid Content between the Load and Lower Water Lines abaft © to
the middle perpendicular cisssccccsegesersaccrenscsecssereceen shapeeste vee AOS pe
— —
a a A RR EE
208 OF FINDING THE DISPLACEMENT . [(Boox IL)
ligt ance
ft. inc:
Again, Half the Area of the Lower Water Line 463 6 And, Area of the Keel . soscsscseee 406
Half the Area of the upper side of keel ...... 20 3 Multiplied by depth seal fale keel yee) 2)03
Sum .... 483 9 Solid Content ..scccccsssgtas) mene
Multiply by distance between Lower Water —
Line and (Keel; .....scc.cescoestasceece oe 4 1
Solid Content ...... 1975 33 .
———
ft. ine.
Solid Content betweenthe Load and Lower Water Lines abaft @ to the middle perpendicular 19238 7%
Solid Content between the Lower Water Line and upper side of the keel abaft © to the
Middle perpendicular .,.scsrvesseseseedsecsenvccecbsveccdessisedcovesecs see ddedsledes Ga bdovas 1975 © 33
Solid Content of the Keel and False Keel ..........s000 Os coded: s4s80 + «>= veauraeeedeioes tise he ERO 3
: Sum... 21305 02
Add, number of cubic feet in the bottom displaced afore dead-flat ........s.sseee0e pistht. cave 37248, 2.
Solid Contents displaced by the fore part of the bottom ....... Dei aofedddls. ucddeebe eestor eat 58553, 23
Number of cubic feet in the bottom displaced abaft dead-flat ......scscesesescessceeesenes 73929 03
From which deduct the solid content between the middle perpendicular and dead-flat | 21305 03
Solid Contents of the aft part "of the bottOM’ Scis...cscccoscoccccsccsetvcccescenconssiepeeeemmaaa 52624 O
—_—_ fore part™ of ditto. scReasencrbtenesesrecsedessssett ades ete -paimanaan—nnn 58553 23
Difference: or fore part more than the aft part ...ecseeceeees 5929 23
a -/3 9
:y
By the result of this calculation it appears, that the after part of the bottom is too lean; its
contents being 5929 feet 23 inc. less than the fore part. The fore part is, therefore, proportionably
too full ; and, as half the difference is 2964 feet '7 inches, we must swell out the after part until it
has accumulated 2964 feet 7 inches, and reduce the fore part until it has lost the same quantity.
This done, the bottom will be constructed sire to the ship’s sailing on an even keel at her
load draught of water.
We have already shewn the reasons given for constructing all large ships so as to sail on an even
keel ; it would not, however, be improper for them to be so built as to sail somewhat by the stern ;
although some have even proposed that vessels drawing more water abaft than afore should —
have a part cut off from the lower side of the keel, in the direction of a line drawn from the
middle of the ship’s length, at the lower part of the keel, to the stern-post, at two feet from
the bottom of the keel: and, that the part of the keel and dead wood thus taken off from the
aft part should be placed under the fore part, with that part forward which was aft before, so as —
to make the lower side of the keel horizontal. Common practice, and the general experience
~ Cuar Il.) OR WEIGHT OF A SHIP. 209
of seamen, seems, however, to assure us, that vessels drawing most water by the stern, when
loaded, sail better than those which, under similar circumstances, have their keels truly hori-
zontal. For, a vessel being impelled through the water by the action of the wind on her
sails, and these being elevated to a considerable height above her hull, it follows that the pres-
sure of the sails tends to depress the bow and raise the stern; the keel will then, of course, be
_ depressed. below a horizontal forward, which is against velocity ; and it would be highly impro-
per, in the opinion of many, to load a vessel, contrary to her construction, so as to draw more
water abaft than afore. It may therefore, perhaps, be best, in order that a ship shall sail on an
eyen keel when loaded, to construct her so as to draw rather more water abaft than afore.
§ 3. OF FINDING THE TONNAGE OR BURTHEN OF SHIPS, &C.
‘Havine shewn, in the preceding rules and examples, the method of ascertaining a ship’s weight,
or displacement, when brought down to her load draught of water, we shall now, both upon the
same and other principles, shew how her true burthen or tonnage may be calculated.
By the Tonnage is generally understood the burthen of a vessel as computed by an esta-
_ blished but very defective rule, which we shall presently give, producing what is usually called
- Builder’s Tonnage, in contra-distinction to the true tonnage.
By this rule, all vessels, whether their bodies be extremely full or extremely sharp, will appeat
to be precisely of the same burthen or capacity, if the length of keel and extreme breadth be
similar. Thus, the sharpest cutter will seem to carry as much as the fullest merchant-ship of the
same length and breadth extreme. This method is, of course, exceedingly detrimental to that
principle which promises velocity ; as the ship which is narrowest above, and widest and deepest
below, will measure least in proportion to her real capacity ; the very reverse of which is neces-
sary for fast sailing.
We shall, therefore, calculate the real burthen or tonnage of the eighty-gun ship from the
weight, and also lay down several calculations of the real burthen of some other bodies which
differ in shape and dimensions ; together with their tonnage, as cast by the common rule; in
order to shew the great disadvantages of the present very erroneous method of computing the
burthen of ships. ; :
It must certainly appear reasonable that the real burthen or tonnage will be that weight
which is required to bring the ship down to the load-water line from the light-water mark ; and,
it consequently follows, that, if we construct a ship, the body-of which shall be rather full, and
so formed as to draw but little water; and, if we construct another, of the same dimensions,
with a body much sharper than the former, and so that it shall sink deeper in the water ; in this
case, the load-water lines being at the same height, by reason of the dimensions being the
same, it will require a greater weight to bring the full ship down to her load-water line than it
will the other, as there will be a greater volume of water to displace between the light and load
water lines in the one than in the other; and, consequently, the ship which requires the most
Ee
210 OF FINDING THE TONNAGE OF A SHIP. [Boox II.
weight to bring her down to the load-water line will be of the greatest burthen in abil
to the difference of the weights so required.
In order, therefore, to ascertain the true burthen of a ship, we have only to find the place of
the light-water line, and thence calculate the number of cubic feet below the line of floatation.
The product, deducted from the number of cubic feet contained at the load-draught, will shew
the real capacity by which the tonnage may be computed: and, if the difference be multiplied
by the weight of a cubic foot of sea water, 643 lbs., the product, divided by 2240 (the number
of Ibs. in a ton), will give the true burthen in tons. .
Or, in other words, by deducting the weight of the ship at her light-water mark from her
weight when brought down to the load-water mark, the remainder will be the tonnage.
THE GENERAL RULES ORSERVED FOR MEASURING THE TONNAGE OF SHIPS, IN THE KING’S AND
MERCHANTS SERVICE, :
1. Ler fall a perpendicular from the fore side of the stem, at the height of the hawse-holes*,
and another perpendicular from the back of the main post, at the height of the wing transom.
2. From the length between these perpendiculars, deduct three-fifths of the extreme breadth f,
and likewise as many 23 inches as the wing transom is high from the upper edge of the keel,
and the remainder is accounted the length of the keel for tonnage.
Then multiply the length of the keel for tonnage by the extreme breadth, and that A
by half the extreme breadth; then, dividing by 94, the quotient will be the burthen in what is
denominated Builder’s Tonnage.
Or, Multiply the length of the keel for tonnage by the square of the extreme breadth, cea
divide the product by 188, the quotient will be the burthen in tons,
The Rule made use of by the Officers of the Customs, for the computation of Tonnage Duties,
for all vessels, excepting coal-vessels, is established by the act of parliament 13 Geo. LI. c. 74,
as follows:
The length shall be taken on a straight line along the rabbet of the keel, from the back of the _
main stern-post to a perpendicular line from the fore part of the main stem under the bowsprit ;
from which, subtracting three-fifths of the breadth, the remainder must be esteemed the just
length of the keel to find the tonnage; and the breadth shall be taken from the outside of the
outside plank in the broadest place in the ship, be it either above or below the main wales, ex-
clusive of all manner of doubling planks that may be wrought upon the sides of the ship; then,
* In the merchant-service, this perpendicular is let fall from the fore side of the stem, at the height of the wing
transom, by reason of the hawse-holes being generally so very high, and their stems also having a great rake forward.
+ By the extreme breadth is meant the breadth taken from timber to timber outside, with the thickness of the bot-
tom on each side added ; or, which is the same thing, the thickness of the bottom on each side added to the moulded
breadth.
Cuap. II.] OF FINDING THE TONNAGE OF A SHIP. 211
multiplying the length of the keel by the breadth so taken, and that product by half the breadth,
and dividing the whole by 94, the quotient will be deemed the true contents of the tonnage.
ESTIMATE, shewing the REAL BURTHEN of an EIGHTY-GUN SHIP.
No. of Tons. lbs.
The weight of the ship at her launching draught of water .......+0 eo verecovcaseeaccescsoece 1385 433
The weight of the furniture ...... sddacegestaweu dtendemeasanso te ee vovecvecevecers Sesceeeescosvovones «sl O5Si, aur
The weight of the ship at her light-water mark ...ssssecssssssenscesseeeeseesceseseseasessescsees 1580 1153
The weight of the ship at the load-water mark .ecsssecocserscscscevcssececececcecsreescosens ectee PO195 1 240
From which deduct the weight at the light-water mark .......... sev scecceccese Bibacivetetrs ess 1580 1153
Real Burthen ..... coeveveccacecees 1614 1328
CALCULATION OF THE BURTHEN ACCORDING TO THE COMMON RULE,
Ft. In
Length from the fore side of the stem, at the height of the hawse-holes, to the aft side
of the main post, at the height of the wing transom ......seccsessecsesenssveveeseseesecees i i
Ft. In
Three-fifths of the extreme breadth is ........... beg Mapes! day ds Stan Fh aba See PPE: 20), OF
The height of the wing transom is 28 feet 4 inches, which produces for every :
2 inches etree cesses eeoenesesae Ceeoeeeeseereetere PCC R HTTPS EEH EHH ER EH EEEHEOHRHEHHE SHEE HEED i 6 Sz
4 O6Bl Yesanes 366 3G 0G
Length of the keel for tonnage ........+646 149
Multiplied by the extreme breadth ...... 49 8
Product 5) esas 7400 4
Multiplied by half the extreme breadth .......... 24 10
Divided by .......006 ReiGIe Wath. «Bars ddgdadecens is 94)183774 11
Burthen in Tons according to the common rule ......++. 195535
Tons. lbs.
Tonnage as CUStOMATY srescssersecenseesese 1955 119
Real burthen SeeeHeseeteeseeteoeeeseeeeReeeere 1614 1328
Difference .sssceee veers 340 1031
From this we may observe, that the eighty-gun ship will not carry the tonnage she is rated
for by 340 tons, 1031 Ibs.; and by this we discern the impropriety of such a rule being made
general, it being only applicable to particular bodies. It will also be found by experiment,
that all ships of war carry less tonnage than they are rated for by the common rule, and mer-
chant ships carry a great deal more, by reason of the former bodies being very sharp, and the
latter ones very full. The body of the eighty-gun ship, widely as it differs, comes nearer to the
tonnage cast by the common rule than smaller ships; in which the proportionate difference is
considerably more. We will now give another example in the
212 OF FINDING THE TONNAGE OF A SHIP. [Boox II.
CALCULATION of the TONNAGE of the AUDACIOUS, of SEVENTY-FOUR GUNS.
Fr, Tn,
Length on the gun deck ......ccscseseseceeseere 168 O
Keel for tonnage ......++++0e Belts 2 138 O
Breadth Extreme ..dsccsccectesceversece aS dots 46 9
Depth in hold ......sse0e. Sesvcececsoenen so eeeees 19 9
Launching draught of water ; Afore..+s++++. 12 40
A battivasréies sy alse |
Load draught of water ...... # Afore...... Ee eT
ADattescdsseses TA | 6
Tons. lbs.
The weight of the ship at her launching draught of water ....+sse00+ 1509 678
The weight of the furniture ......ssscccccseccvecsrecscsccssecscscsesceces oe 120 1500
Weight of the ship at her light-water mark .....ssccscssceecsseeecseeronee 1629 2178
The weight of the ship at her load-water mark ...scsesereseeneeseeeeneere 2776 498
From which deduct the weight at the light-water mark ...... Pe 1629 2178
Real burthen ..... dseecesove 1146 = 560
BY THE COMMON RULE, ~
Keel for tonnage 138 feet, multiplied by extreme breadth 46 feet 9 inches, is equal to 6451
feet 6 inches, which being multiplied by half the extreme breadth 23 feet 43 inches, is equal to
150803 feet, and divided by 94, the quotient is 160434, the burthen in tons. .
Tons. lbs.
Tonnage by the common rule as Customary ...sscsseeeeeee Senessce aseeesee 1604 643
Real burthieam ites coccv ccs cave ssbans actdoencchctn cy coarsest eeunincoeer seine reruns 1146 560
Difference eeereeeseoorteoer eeeetes eevee 458 83
By which it appears, that this ship does not carry the tonnage she is rated for by 458 tons
83 Ibs., and so likewise will it be found in all similar bodies; and, the sharper the body the
greater difference there will be in the tonnage. The bodies which increase upon the tonnage
cast by the common rule, are very full, such as merchant ships in general: we shall therefore
calculate the tonnage of a merchant ship both ways, in order that the student may see the great
inaccuracy of the rule with respect to those bodies, as well as to ships of war, by which he will
be further convinced of the errors that he is liable to fall into by adhering to the common rule.
CALCULATIONS of the TONNAGE of an EAST-INDIAMAN.
Ft. In.
Suppose,—Length between the perpendiculars forward and aft.. 132 8
Keel for tonnage ....scceeeees Seicdeee PA eo BEE SA51IDS12 0
Breadth extreme) vechisp cpp wedubds cawecd to ceeraegorasetces 38 O
Depth in hold .....s.s000s ses eapscogdeness saesnesdocsecceeee 16 O
Launching draught of water { PA MOEES: co cussiencdatap tere ‘ Tx 169 |
PUMANE: oi Vaccbeserdaes coed WEN a, ee” 3 f
PIOTC1 3. ce eeveddc.seces oe ThQYOLTB :
Load draught of water ...... Abaft r we (20 8 = one
Cuap. II.] OF FINDING THE TONNAGE OF A SHIP.
The weight of the ship at her launching draught of water .......sessseeeeeee
The weight of the furmiture . s.cscrcsocrccvecscerecccsoeecs Les cngabasisvedy's bsp <2
Weight of the ship at her light-water mark ............ bi a Teddi vee
The weight of the ship at her load-water mark ......sssccccsssseesesescscecees °
From which deduct the weight at her light-water mark ......ssesecscsseens *
Real burthen .......04. soesecsoeees soseveee
BY THE COMMON RULE.
Tons.
602
50
653
1637
653
984
tbs.
2116
124
1670
1670
213
Keel for tonnage 105 feet, multiplied by the extreme breadth 38 feet, is equal to 3990 feet,
which being multiplied by half the extreme breadth 19 feet, is equal to 75810 feet, and divided
by 94, the quotient is 806 #4, the burthen in tons.
Tons. /bs.
Reah: burth en) oh oo b55. bcs nme sades fisepp deve cees + 984 1670 |
Tonnage by the common rule as customary. 806 1096
Difference .scrovsrdceseeccscceses 178 = 574
We now find that the East-Indiaman will carry 178 tons 574 Ibs. more than she is rated for
by the common rule, which it plainly appears is in consequence of her body being formed so
very full; and we shall now, in order to shew the great contrast there is between full and sharp
bodies, with respect to their tonnage, calculate the burthen of a cutter, which will more strikingly
shew the impropriety of the erroneous method practised for casting a ship’s tonnage.
, CALCULATION of the TONNAGE of a CUTTER:
: Ft. In.
Suppose,—Length of the keel for tonnage ......... poscoceoe «- 58 O
Breadth extreme ....ssecssecssvecccssscesoceses sosovee 29 OO
Launching draught of water ES ek othe
Abatt ... oesreese 9 8
Load draught of water ....... eT cee tortie ib
Abaft ......0006 oot LQ BO
The weight of the cutter at her launching .cccovccecsreresccescersovecens
The weight of the furniture ...........sccccrsescecsecseveees aceccscemecserenees
Weight of the cutter at her light-water MALK ..rceccscseecssevecoess odasibs
. The weight of the cutter at her load-water mark .....ssscssssseeserreeeres
_ From which deduct the weight at her light-water mark .....ccsssesoesee
Tons. lbs.
147 640
9 199
156 839
266 i970
156 839
110.) «61131
Realibirthietr Fercecdescscetsccesvaves
BY THE COMMON RULE.
. Keel for tonnage 58 feet, multiplied by the extreme breadth 29 feet, is equal to 1682 feet,
which, being multiplied by half the extreme breadth 14 feet 6 inches, is equal to 24389 feet,
and divided by 94, the quotient is 259 43, the burthen in tons.
Tonnage as Customary ..scrcessecees ssospeee vooe «259, 1024
SRO REIN 8a os on deans’ sa sandnsune pcacael ate LA)
ee
Difference Oeeerecreesourencesees 148 2133
Tons. lbi.
24 OF FINDING THE TONNAGE OF A SHIP. - [Boox II.
Hence it is obvious that. no dependance can be placed on the common rules for the ascertain-
ment of the true tonnage of vessels. Indeed we neither have, nor expect to have, any rule that
shall be quite exact: because, the tonnage depends not only upon the cubical dimensions of
the ship’s bottom, but also on the scantling of her whole frame, and, in short, on the weight
of every thing which properly makes a part of the ship. We must therefore be contented with
a rule that approximates nearly to the truth; and such are those which follow :
RULES BY MR. PARKYNS, LATE OF HIS MAJESTY’S YARD, CHATHAM.
Ruel. For sharp Ships, particularly those of the Royal Navy.
1. Take the length on the gun-deck, from the rabbet of the stem to the rabbet of the stern-
post, or between the perpendiculars. Then take 2} of this length, and call it the keel for
tonnage.
2. To the extreme breadth add the length of the gun-deck, or length between the perpendi-
culars; then take 2; of this sum, and call it the depth for tonnage.
3. Set up this depth from the limber strake; and, at that height, take a breadth also from
out to outside of the plank at dead-flat, and another breadth between that and the limber
strake ; add together the extreme breadth and these two breadths; take one-third. of the sum,
and call it the breadth for tonnage.
4, Multiply the length for tonnage by the oe for tonnage, and the product by thé breadth
for tonnage, and divide by 49. The quotient will be the burthen in tons nearly.
The following trials have been made to prove the accuracy of this rule:
Tonnage by the King’s Tonnage by Mr. Par- Tonnage actually re-
or common rule. kyns’s rule. ceived on board.
Victory, of 100 guns’... “2162 ... -. >. 1839°. ee
Pon non. a 00 2 a 1845.) 8 OST
ARROGANT .. 0dr. or ons 1614. ....,..: 13808 3°
Diapem..... 64...... 1369). |... ccecscuk A bone 965
ADAMANT- 3. 50. 1034 73 870 '% eee 886
LIOLERIN. 3 Gea. uae y S708 peas ipVEe aes 758
AMPRION Poo re OUT et B55 eS eae 549
DASHNE occ ee ei che ore BIQn Se 329... = S74
Rute ll. For Sie: of Burthen, or Commercial Ships, in general.
1. Take the jengtn of the lower deck, from the rabbet of the stem to the rabbet of the stern-
ae then take 3 of this length, and call it the keel for tonnage.
. To the extreme breadth add the length of the lower deck; then take ;% of the sum, and
= it the depth for tonnage.
3. Set up this depth from the limber strake ; and, at that height, take a breadth also from
out to outside of the plank at dead-flat. Take another at two-thirds of this height, and another
Cuap. IT.] OF FINDING THE TONNAGE OF A SHIP. 215
at one-third of the height. Add the extreme breadth and these three breadths together, and
take one-fourth of the sum for the breadth for tonnage.
4. Multiply the length for tonnage by the depth for tonnage, and the product by the breadth
for tonnage, and divide by 36.6666 or 363, and the quotient will be the burthen in tons.
The following trials, among many others, shew that this: rule does not deviate far from truth.
Tonnage by the King’s Tonnage by Mr. Par- Tons actually re-
or common rule. kyns’s rule. ceived on board.
Gransy, East-India ship ..... 786 ... #21179 =... 1179
Norruineton, East-India ship .. 676 ... 1053 ... 1064
BPMIOM A COME 5: loi Geils g oe LO oct. tee SOO.” ahs coh 289
Frienps’ Goopwitt, acollier ... 182 ... Goan. ook O77
RULE BY A MERCHANT-BUILDER.
The following is another method, which has been proposed by a merchant-builder, of Jong
’ experience and high respectability, as much more correct than the common rule for the compu-
tation of a ship’s tonnage. In explaining it, we shall take an example from two vessels, exactly
of the same length, breadth, and depth, but different in bulk, one being very sharp and the
other very flat, as exhibited in the annexed figures.
Ruite.—Take the perpendi-
cular height from the lower
part of the rabbet of the keel
to the height of the load-wa-
ter line DF; which we will
assume as 13 feet 11 inches.
Then take the extreme breadth
from out to outside of the plank
of the bottom, at that height,
which we shall call 29 feet
| 5 inches; set up the first height, 13 feet 1! inches, forward on the stem and aft on the stern-
post, and take the length at that height from the fore part of the rabbet on the stem to the aft
part of the rabbet on the stern-post, or 105 feet 6 inches; from which subtract 2} inches to a
foot, for the rake of the stern-post, for 13 feet 11 inches, which is 2 feet 11 inches; and three-
fifths of 29 feet 5 inches, the extreme breadth, for the rake of the stem = 17 feet 7 inches; add
both together = 20 feet 6 inches, and subtract it from 105 feet 6 inches, leaves for the i
of keel for tonnage 85 feet.
Take the length of the curve AD from the lower part of the rabbet of the keel to the load-
water line (suppose 21 feet 3 inches), and, dividing it into three equal parts, take one of those
parts (7 feet 1 inch) in your compasses; then, placing one foot at A, the middle line of the
keel at the garboard strake, sweep a small arch B. Again, setting one foot at D, sweep a similar
arch at C. Between these arches lay off, in a straight line, one-third of the length AD, viz.
the distance BC, 7 feet 1 inch. Then will AB, BC, and CD, be respectively equal. Now
draw the lines CE, BE, which will form three triangles: calculate the superficial feet in each of
5 70 75 20 feet 25
216 _ OF FINDING THE TONNAGE OF A SHIP, [Boox II.
these triangles, by multiplying the base by half the perpendicular (47 feet 9 inches, 44 feet
3 inches, and 46 feet 1, inch); add the results together, and the sum will be found = 138 feet
14 inch. Multiply this sum by 2 (it being only the superficial feet of one half of the section),
and the product will be 276 feet 3 inches, the superficial content of the area of the vessel to
the height of the load-water line; then multiply 276 feet 3 inches by 85 feet, the length of
keel, and the product will be = 23481; dividing this by 642, the weight of a cubic foot of sea
water, we gain 364¢ for the tonnage or burthen of a vessel of the description of figure 1, which
is a very sharp one.
Again, let us proceed to figure 2, in the same manner.—Distance between A and D, on the
curve of the body, 26 feet; one third of which is 8 feet 8 inches. Form three triangles, as
above, making the shortest side of each 8 feet 8 inches; then compute their superficial area,
viz. 66 feet 5.4 inches, 71 feet 6 inches, and 64 feet 3.4 inches ; which, added together, make
202 feet 23 inches; this, multiplied by 2, produces 404 feet 53 inches; the product again by
85, the length of the keel, = 34375 feet, which, divided by 643, gives 534, very nearly, for
the tons burthen of a vessel of the description of figure 2, which is a very flat one,
These vessels, by the established method, both measure alike, 390 tons; and: it is an expe-
rienced fact, that the one will not carry so much, and the other a great deal more, -
The present method is not given as perfectly exact, but as much nearer the real burthen of
vessels than the old one: nor is it probable that any one method or common rule will be found
that will measure all descriptions of vessels exactly ; and the tonnage of vessels depends, in some
degree, on the weight and scantling of the wood they are built of. For instance, an Archangel
vessel, built of fir, will carry considerably more than another, of the same plan in every respect,
built at the Havannah of live oak. Again, some vessels have a very fine body aft and forward ;
others are very full. It is sufficient, therefore, to say, that all the essential dimensions, the
length, breadth, depth, and capacity, are considered by this method as equal operators in com-
puting the tonnage; and as, in many vessels, of the same length and breadth, some are two
and three feet higher than others of the same measurement according to the established method,
they would by this be considerably augmented ; and, with regard to vessels of the same length,
breadth, and depth, but of different capacity, the two sections above delineated fully shew that
there must be a considerable difference in their burthen ; and that there is, there are few vessels
but what sufficiently demonstrate. |
The method itself is very plain and obvious: nothing more is required to be done in dock,
or on the ground, or wherever the vessel is, but to take the length, breadth, the perpendicular
height of the load-water line, and the girt from the middle line of the keel at the lower part of
the garboard strake to the load-water line; all the rest may be done in ten minutes on paper,
as we have shewn.
THE GENERAL RULE FOR CALCULATING THE LOADING OF COLLIERS 1S as follows:
From the length of the keel subtract six or seven feet for the dead stowage fore and aft ;
multiply the remainder by the breadth of the frame, and that product by the depth of water
the ship draws when loaded ; divide this by 96, and you will have the number of London chal-
drons the ship will carry.
Cuap. IL.] OF CONSTRUCTING A SCALE FOR TONNAGE. 217
We shall now subjoin the following
EXPERIMENTAL METHOD OF FINDING THE TONNAGE OF A SHIP.
Construct an accurate model, agreeably to the draught of the proposed ship, to a scale of
about one fourth of an inch to a foot, and let the light and load water lines be marked on it.
Then put the model in water, and load it until the surface of the water is exactly at the light-
water line ; and let it be suspended until the water drains off, and then weighed. Now, since
the weights of similar bodies are in the triplicate ratio, or as the cubes, of their homologous
dimensions, the weight of the ship when light is, therefore, equal to the product of the cube
of the number of times the ship exceeds the model by the weight of the model, which is to be
reduced to tons. Hence, if the model is constructed to a quarter of an inch scale, multiply
the weight of the model by the cube of 48* or 110592, which will give the weight of the ship.
If the multiplier be ounces, the product will be ounces; if pounds, it will be pounds; and is to
be reduced to tons accordingly.
ExamMPLEe.—Suppose the weight of a model to be 30 Ibs. or 480 oz.
The cube of 48 ....... 110592
Multiplied by......... 30 lbs. or 480 oz.
MI SS. ey anes 3317760 Ibs. = 1481 tons 320 Ibs.
The operation may be considerably abridged by logarithms, thus:
If the weight be expressed in ounces, then, to the constant logarithm 0.4893557 add the loga-
rithm of the weight of the model in ounces; and the sum will be the logarithm of the weight of
the ship in tons.
Exampie.—To the constant logarithm .......... 0.4893557 +
Add the logarithm of 480 (ounces)... 2.6812412
Produces the logarithm of 1481.2 nearly ; 3.1705969
Again, the model is to be loaded until the surface of the water comcides with the load-water
line. Now, the model being weighed, the weight of the ship is to be found by the preceding
rule: then, the difference between the weights of the ship when light and loaded is the tonnage
required.
; a a a
METHOD OF CONSTRUCTING A SCALE OF SOLIDITY,
By which may be ascertained the quantity of water displaced at any given draught, and the
weight required to bring the ship down to any draught of water proposed.
In order to construct this scale for any ship, it is requisite, in the first instance, to calculate
the quantity of water displaced by the bottom below each water line and by the keel, in the
* One fourth of an inch being equal to 4, of a foot.
+ The constant logarithm is found by subtracting the logarithm of 35840, the number of ounces in a ton, from the
logarithm of the cube of 48, or 110592. et
918 OF CONSTRUCTING A SCALE FOR TONNAGE. [Boox II.
manner that we have heretofore shewn for the eighty-gun ship; for which ship, as the areas of
her several water lines are already computed, a scale of solidity may be readily constructed as
follows .
Construct a scale of equal parts, to represent tons, as the scale so marked in Plate H.; and
another to represent feet and inches, as that below it. ‘The larger these scales the more exact
will be the performance.
Draw the line AH, limited at A, but continued at pleasure towards H. At A draw the per-
pendicular AG. Then set off AB, equal to the depth of the keel, two feet three inches; and
at B draw a line, parallel to AH, which will represent the upper edge of the keel. Next set off
the distance, four feet one inch, from the upper edge of the keel, for the fifth or lower water
line C; and, in like manner, lay off the other water lines D, E, F, G, as shewn on the plate.
Now form a table, similar to that annexed, from the calculations already made.
The manner of filling up the first column of this table requires little explanation; since it is
obtained merely by first inserting the depth of the keel and false keel, and adding, successively,
the distance of each water line, as shewn.
The second column is obtained, by first taking, from the foregoing calculations, the cubical
contents of the keel, both abaft and afore @, ‘These will be found, when added, to be 599 and
a fraction, as shewn in the table.
In the same manner, add together the cubical feet, aft and forward, contained between the
fifth or lower water line and keel; add the sum to the former, and the whole will be 9147 feet
‘7 inches, the displacement at C or the fifth water line.
Again, find the mean:area, or half the sum, of the fifth and fourth water lines (4592.23) ;
multiply it by the distance between the water lines (4 feet: 1 inch), and add the product to the
former. The sum will be 27899.2, the displacement at D, or the fourth water line.
In like manner, find the mean area of the fourth and third water lines, and multiply it by the
distance between. Add the product to the former, and it will produce 51655.6, the displace-
ment at E, or the third water line. Thus proceed with the rest.
The third column is to be filled up by multiplymg each line of the second column by the
weight of a cubical foot of sea water (642 lbs.), and dividing the product by the number of
pounds in a ton; which will, of course, give the weight in tons and pounds, as in the Table.
Water Lines, &c. Height. | Water displaced in
Ft. In. Cubic, Feet. Tons. lbs.
Keel atid Fatse Keel vcasevceces sop sts eqdecvnsattécres 2. 3=B).....,599 O08] ...17 7522
Detween the Keel and the Fifth Water Line ....]) 4. L..ssse] eee. 8548 61) .245 1911
; Sum..3.| 6,42 Cle... 9147, 7. |... 269 5a
Between the Fifth and Fourth Water Lines ..... BR) ees» Aseet 18751 7 | .538 1908
rigs Suni ...};40 ..5,==.D).,.27899.: + 2.1. SO” Aga
| Between the Fourth and Third Water Lines ...} 4 1......]-.. 23756 4 | .660 1859
Sum... 14 6=E)...51655 6 | 1484 1162 64
Between the Third and Second Water Lines ...} 4 1......].. 28069 107] .806 1550
Sum ...| 18° 7 =F...79725 4%] 2291 480
Between the Second and Load Water Lines ...} 4 I...... Jee. 31451 104} .903 1994
: uM...) See Oo srt 1a Te 23} 3195 240
Cuap. II.] OF CONSTRUCTING A SCALE FOR TONNAGE. 219
Now set off the tonnages upon their corresponding water lines, &c. from the above table,
thus: Upon the line B, representing the upper edge of the keel, set off from the perpendicular
AG 17 tons 522 Ibs. taken from the scale of tons, equal to Bb. Upon the line C, or lower
water line, set off 262 tons 1995 lbs. equal to Cc. Upon the line D, or fourth water line, set
off 801 tons 1730 Ibs. equal to Dd. In like manner, set off the other tonnages upon their
corresponding water lines. ‘Then, through the points Abcde fg draw the curve Ag, which
will represent the solidity of displacement at any given height.
For example; the weight of the hull, when launched, is, by the estimate, 1385 tons 433 Ibs.
Take, therefore, this quantity from the scale of tons, and set it off from the perpendicular line
AG along the line AH, or base; whence raise the perpendicular IK to intersect the curve of
displacement. The depth we find by the scale to be 14 feet 3 inches, nearly, which will be
the ship’s launching draught of water in the middle of her length. By calculating the displace-
ment of 1385 tons 433 lbs. the launching draught of water will be found to be 11 feet 9 inches
forward and 16 feet 9 inches abaft, or nearly so (as may be seen by the ticked line in the sheer-
draught), the mean of which is 14 feet 3 inches also.
Again, we find, by the estimate, that the ship, with her furniture, displaces 1580 tons 1153 Ibs.
at her light-water mark. Take 1580 tons 1153 Ibs. from the scale of tons, set it off as before,
and raise the perpendicular LM to intersect the curve of displacement.
Then raise a perpendicular from the line AH to intersect the load-water line at g, and it will -
be the utmost limit of the quantity of water, expressed in tons, displaced by the bottom of the
‘ship when she is brought down to her load-water line. But, to complete the figure, let MH be
divided into a scale of tons, taken from the tonnage scale below, beginning at H; and, like-
wise, Lg beginning at L.
Now it is evident, from what has been already said, that, if the: number of cubic feet of water
which the ship displaces when light, or, which is the same, the number of cubic feet below the
light-water line, be subtracted from the number of cubic feet contained in the bottom below
the load-water line, the quotient will be the real burthen or tonnage.—Any other case to which
this scale may be applied is obvious.—Let it be required to find the number of cubic feet dis-
placed when the draught of water is 16 feet 6 inches, and the number of additional tons re-
quired to bring her down to her load-water line :
Take 16 feet 6 inches from the scale of feet, and set it off upon the perpendiculars AG, and
Hg, above the line AH, and draw an horizontal line through those spots, intersecting the
curve of displacement at O. Take the distance NO, in the horizontal line, and apply it on the
tonnage scale; it will measure 1843 tons 399 lbs. the displacement answerable to that draught
of water: and, the measurement OP, applied to the tonnage scale, will give 1351 tons 2081 Ibs.
the additional weight necessary to bring her down to the load-water line.
Let us now suppose the ship, at her light draught of water, to receive on board a weight of
262 tons 1443 lbs. ‘Take in the compasses 262 tons 1443 Ibs. and set it off on the lines AH
and Gg, to the right of the line LM. Through those points the line OO will cut the scale of
tons on MH at 1551 tons 2081 Ibs. the additional weight required to load the ship to the load
water line. It will likewise cut the scale on the line Lg at 262 tons 1443 lbs. the weight re
ceived on board; and the perpendicular will shew the draught with that additional weight
220 OF FINDING THE CENTRE [Boox II,
If the draught of water be required, corresponding to any given aa intended to be put on
board, it may be known as follows :
Find the given number of tons, suppose 1075, in the scale on the line L g, through whii¢h
draw a line perpendicular to the base AH; then, at the intersection of this perpendicular with
the curve of displacement, as at S, draw an horizontal line. Now the perpendicular distance
between the base line A H and intersection at S being applied on the scale of feet, will give 20
feet 6 inches, the draught of water required.
§ 4, METHODS OF FINDING THE CENTRES OF DISPLACEMENT AND GRAVITY.
Havine now sufficiently treated upon the displacement of a vessel, it remains to point out the
means of finding the centre of displacement and gravity.
The centre of gravity of a ship, supposed homogeneous, and floating at rest in the water,
without inclination, is in a vertical section, passing through the keel, and dividing the ship into
two equal and similar parts, at a certain distance from the stern and altitude above the
keel,
In order to ascertain the centre of displacement, or centre of gravity of the immersed part
of a ship’s bottom, in a state of rest, we begin by determining the centre of gravity of a
horizontal section of the ship at the load water line: and, as the two sides are equal and similar,
the middle line may be considered as the axis of the equilibrium, in which the centre of gravity
of that surface is to be found.
Secondly, as the sides of that surface are formed by curves, the breadths must be Sane
taken by ordinates placed equally distant from, and so near to, each other, that the curve in-
tercepted between every two of them may be considered as a straight line; which will be suf
ficiently exact for practice.
Thirdly, These ordinates will divide the surface into a number of parallelograms at the spaces
between the frames 32, 28, 24, 20, &c. which may be considered as such, on account of their
being placed so near to each other. Now, it is plain, that the centre of gravity of the paralle-
logram between timber (5) and timber D, (see the Draught, plate 1,) supposing the whole
breadth of the plan, would intersect the middle line at @, and it will be so with the rest.
Therefore, the centres of gravity of all the parallelograms will form a system distributed on the
middle line.
And, fourthly, to find the centre of gravity of the system, in respect to the aftside of the
rudder, which is assumed for the first term of the momenta; we must multiply the surface of
each parallelogram by the distance of its centre of gravity from the aft side of the rudder: and
thus having the sum of all the momenta, we may divide that sum by the sum of the surfaces
of all the parallelograms, or by the whole area of the load water line, and the quotient will be
the centre of gravity from the aftside of the rudder, the axis of the momenta.
Cuap. II.] OF DISPLACEMENT, &C. 221
But we may abbreviate the operation, having previously obtained the area of the whole surface
made by the load water line, by the method which follows.
First, Divide the whole length into several equal parts, as at the timbers 32, 28, &c.
But, as this has already been done, for the purpose of finding the displacement, proceed—
Secondly, to measure all the ordinates and add them together, excepting the first and last, of
which, as before, only one half must be taken.
Thirdly, Multiply the sum by the distance betwixt the ordinates, and the product will be the
area of each section.
The second particular to be obtained is the sum of the momenta of all the elementary parts
of the surface ; by multiplying the length of each ordinate into its distance from the axis of the
momenta or first ordinate ; then take the sum of all these products, and, by multiplying this
sum by the distance between the ordinates will be produced the sum of all the momenta of the
elementary parts of the surface ; which, divided by the sum of the ordinates, will quote the
distance of the centre of gravity of the whole surface from the axis of the momenta.
Lastly, the areas of the several planes, or surfaces, and their momenta being found, divide the
one by the other, and the quotient will be the distance of the centre of gravity of the whole
section from the aftside of the rudder. 7
OPERATION
992, OF FINDING THE CENTRE
[Boox II.
OPERATION FOR THE PLANE OF THE LOAD WATER LINE.
To find the Centre of Gravity of the Plane
between 32 and Q, from 32 its first Ordinate.
Ordin. Feet. Inc. Distant
Half of 32 is 20 9 from 39, Products.
Wholeof 28 ... 45 Omultipliedby 1 = 45 O
Dares NLS oe aeasessepsanees Oe a
RYSiis AOL "OP sccsectcdcetse ft GA SA AAG
1605..049 BOR ees seisetos ces 4. == 1965 <0
12 os tt4O ES in voce Se ee eto oe Onis
Sees Ou eeree cond 6 = 2906
Ares AD? 8 PP ddt hi enc? Lebel
(5)isss¢ 401 Sikcom. wdovedecS: 0897 1%
inn 404, Spann D Eacdee LO
LY ic A} Bo whedateencnas S10 == AO. as
TL ov CR Pee tse Eoaueaeaehenn UR enya LE,
M. S748 Ot. asks. 20 L257 HIG O
Half of Q.... 21 10 se eeeeeveneeeee, Lo nose Soo LU
Sum.... 4113. 3
POM
Sum ... 626 1]
Multiply by distance between the Ordinates
Divide by sum of Ordinates 626.11 44902 113
ve pene
Centre of Gravity senceuees et 73
Distance of ordinate 32 from the aftside of
the FOGGET : o(scceseccsuseesessces (O00) 25 44
Centre of Gravity from afiside of the rudder 96 11%
To find the Centre of Gravity of the Plane
abaft 32, from 39 its first Ordinate.
Ordin. Feet. Inc. Distant 5
Half of 39 is O11 from 39, Products.
Whole of 38 ... 15 4 multiplied by 1 = 15 4
BT Vesa LOO Picadentvar sense vas DS
SO Hose ee OMe tcecstas car dndtes 3 ae 98: 76
GI evs SO lk taleasecss sescecte dee = 145 4
345.2538. OMe «chip teiae Te DE ae
SS ese ROS eve staies acne eee) cee ae
Fial Pol. 6S? cares Oe Oe ve asche ABBAS RO Th eee es
SOM seul aco Sum ... 891 3
Multiply by distance between the Ordinates 2 82
Divide by sum of Ordinates, 2116 ......... 2432 4
Centre of Gravity .c....-ee... 115
Distance of Ordinate 39 from the aftside of
the SUOGET wand ivivestes sue Spas a tee Le 6 4
Centre of Gravity from aftside of the rudder 17 10
The distance of the centre of gravity of
the section of the rudder and stern post from
the aft part of the rudder is ......c.cseceecsees 21108
«*, This is found as the centre of gravity of any other
regular figure, by the intersection of its diagonals. See the
Hafi Breadth Plan of the 80 gun ship.
To find the Centreof Gravity ofthe Plane afore
Q, from Q its first Ordinate.
Feet. Inc, Distant
Half of Q is 21 10 fom Qt wetedaets.
Whole of R....'41 10 multiplied by 1 = 41 10
So aes ee a a posvgensQeme Seek La aeeO
Lh set edO. 2) cue sent cane $*s= 106 3”
U .2 31 10 ...c.0ceeerenetne « 40) 1976-4
W) ic. 25 O8 vastlewarieal ie dari saa L284
X wn. 17 s 6 scpnosieaeeny alee
Yass 7) > O aaiee cestgttteet ee - O
Half of Stem..//0'0 LOO Sia i. ahs Sgn cg
Sum ... 221 11 Sum ... 645 I
Multiply by distance between the Ordinates 2 82
Divide by sum of Ordinates 221,11 ... 1760 112
Centre of Gravity
Distance of ordinate Q from the aftside of —
the rudder. .........0008 L Sd ee gee veve-ees (add)
7 114
167 32
Centre of Gravity from aftside of the rudder 175 23
Centre of Gravity of the knee beforetheStem 0 7
Distance of the centre of gravity of the section
of the knee from the aftside of the ruddex 189 8%
Areas of the several Planes and their
Momenta.
x*y The areas are found by multiplying the sum of the
ordinates by the distance between; as, for the midship
plane, 626 fi. 1h inc. by 10 ft. L¥inc. which produces
6843 ft. 10 inc.
Areas.—Of the midship plane, 6843 ft. 10 inc.
6843 10 x by 97 11% itsmomentum, = 663780 64
Area of the after plane 577 23.
577 23 x by 17.10 its momentum, =
Area of the fore plane 605 6
605 6 x by 175 23 its momentum = 106073 7
Area of the rudder 11 74
10293. 5
11 74 x by 2 10} its momentum = 33 43
Area of the knee 2 Of
20; x by 189 83 its momentum = 381 43
8040 2 Sum: Sum of momenta 780561 4t
Now 780561 44 divided by 8040 2 gives 97 feet 02
inches, the distance of the centre of gravity of the whole
section of the load water line from the aftside of the
rudder.
Cuap. II.]
OF DISPLACEMENT, &C.
OPERATION FOR THE PLANE OF THE SECOND WATER LINE.
To find the Centre of Gravity of the Plane
between 32 and Q, from 32 its first Ordinate.
Half of 32 is 7 a Trews, Products.
Whole of 28 ... 41 3 multiplied by 1 = 41 3
SOMBER EAA? 10. Se ckee cotiees wweees J Og
DE GE SD) odes vacevrcesseses ea DO ene
SEMIS AE ei. csvivensterse 52 188 A
DMMETGE OT vcbacsiceesetesees. | Ques (231 11
RAST scccsccvence’ Ress Lo er
SUONEP EE UD) ceecccocsccesss Sak eo oe
Pay 0 vi....005 spewwerse-: 8 2ee9845.0
SO ssc lia) tae 43912 Q
BSS) gl OS a ee ae 1Or= 247028
RS a ys) Boe Mane, ee Littsand 1616
i tee ae: a: ae one [ORs 3544.2 ©
9 hel: ie Se 13. 2627-9
Sum ... 596. 2 Sum ... 3935 11
Multiply by distance between the Ordinates 10 11
Divide by sum of Ordinates 596 2 ....+004. 42967 |,
Centre of Gravity ..... Merits te Ue
Distance of Ordinate 32 from the aftside of
DE TIMIEE RT isd sn tsdebicrestcnessccese (aay 25 QE
Centre of Gravity from aftside of the rudder 97 3
To find the Centre of Gravity of the Plane abaft
32, from 39 its first Ordinate.
Half of 39 is 0 103
Whole of 38 ... 5 2 multiplied by 1 = 5 Q2
oe ee 2-= 93.4
ee alias dive o debe + p:A) « « 3 = $310
OE SE a Pe 4 = 93 4
| ES Bs 5 ee Deco § = AS9: 2
ee ae ey ee 6 = 190. 0
Rae, OO 3 Des. crib iF tro Aeicoins «coins oni sogeid jee 7 =12l)4
ates 1307, OF Sum... 625 4
Multiply by ston between the Ordinates 2 ° 83
Divide by sum of Ordinates, 135 61 ....... 1706 72
Centre of Gravity .......000. 1217
Distance of ordinate 39 from the aftside of
TE roe cccbetsccendccavcaces (add) "see?
Centre of Gravity from aftside of the rudder 18 9
Pistanceof the Centre of Gravity of the section
of the rudder and stern post from the aft-
PMIEEEEL TICE, a 500000530000 cecsoesaasvose 2 102
To find the Centre of Gravity of the Plane
before Q from Q its first Ordinate.
Feet. Inc. Distant
Half of Q is 20 2 from Q. Products.
Whole of R ... 37. 8 multiplied by 1 = 37 8
SF.5 _ Ghee cerrimeiete a Ai et) 69, (&
fon TR adticeses's oat Se amen Lee
Leap hes OWtetetihets -& = 100. 0
WR leemtersrana tet Ss 01-8
MEP 10 act kk 6= 61 0
Hatt, Gf ae OF OMiueriracante: “Poise 2s. 3
Sum ... 177 4 Sum ... 456 8
Multiply by distance between the Ordinates 2 82.
-_.
Divide by sum of Ordinates, 177.4* ... 1246 3
Centre Of Gravity sssctcccassrehe TOs Oe
Distance of Ordinate Q from aftside of the
RUAGEer~ .icsecee Sodas vcsas dosvevidscessvere (add) 167 12
Centre of Gravity from aftside of the rudder 174 2
Centre of Gravity of the knee before Y is ..... IneO
Distance of the Centre of Gravity of the section
of the knee from the aftside of the rudder 187
bo
Areas of the several Planes and_ their
Momenta.
Areas.—Of the midship plane, 6508 ft. 2 inc.
6508 2 x by 97 3, its momentum = 632919 gt
Area of the after plane 369 11
369 11 x by 18 9 itsmomentum = 6935 11z
Area of the fore plane 483 113
483 112 x by 174 2 its momentum = 84292 7
Area of the rudder and post 10 92
10 9 xX by 2 10 itsmomentum = 30 114
Area of the knee 3 0
3 0-x by 1872 its momentum = 4561 6
7875.10 Sum Sum of Momenta 724740 23
Now 724740 23 divided by 7375 10 gives 98 feet 3
inches, the didtai@e of the centre of gravity of aes
whole section of the second water line from the aftside
of the rudder.
225
ise.
OF FINDING THE CENTRE
[Boox II.
OPERATION FOR THE PLANE OF THE THIRD WATER LINE.
To find the Centre of Gravity of the Plane
before Q, from 82 its first Ordinate.
Ordin. Feet. Inc. Distant
Half of S216. Wiles 2 from 32. Prédutis,
Whole of 28 .-. 33 O multiplied by 1 = 33 O
Dai yee OO a Olleseasecedsseccees ace aa mo
20.002, A1 8 covccovvees ges cents oh ey LD ae
LG cee 43¢ Oncrccetincsscevscons 4 =r h12 7.0
12 dis ADI BN. cccccsccstecee nud — mais) 4
Si ene ANG ID iecscocscnscttasad GO =a7e265 (0
Ai eee Ad A .ccecnce deckboeet Oe) =e LO
(SV te MANA ce cece ct een pS Eee S
Gi. 44s Ad .. cpecssestessagh aos
Tiis AG 25 Sec csnchestthye 10 oe Oe
Be 48 2 istdeconcenuureeteh Gos aye 10
ME A940. Oe kc ccsterctetcass aan. O
Halts of - OFY 20 8G OU Kava eecace es 13 = 216 8
Sui... 533: © Sum .... 3574 2
Multiply by distance between the Ordinates 10 11
Divide by sum of Ordinates, 533 0 ...... 39018 O
Centre of Gravity ssccccrscccoeess 73. 25
Distance of Ordinate $2 from the aftside of
the, TIGER vovdpes co apsagsecageperens ade (UGG) ia gee te
98 42
Centre of Gravity from aftside of the rudder
To find the Centre of Gravity of the Plane abaft
32, from 39 its first Ordinate.
Ordin. Distant
Half of 39 is O10 from 3}. Products,
Whole of 38 ... 2 11 multiplied by 1= 211
37 soe 5 4 ccscccsconsesesree 2 = 10 8
36 seo 8 4 coccccservecereree 3 == 25 O
B5- ose LL 6 venscoscecccogcc,,. # j= 46. 0
B4 coo 15 O ccccvvcccccceeeee B= TS O
$3 cee 18 8 scccccrcccrscenee’ G = LIZ 0
Half, of .6S2 noe Ady Ziwecsenspascccsaces ta eee
Sum ..., 349 9
2 82
Sum eee 713 9
Multiply by distance between the Ordinates
Divide by sum of Ordinates 73 9 sseseeere 954 6
Centre Of Gravity sercccrcssssesseseree 12 11F
Distance of Ordinate 39 from the aftside of
PHO TPUBU EL sc ce scusscsscoscessvanssevcncve ( QGGGN TPO EE
Centre of Gravity from aftside of the rudder 19 OZ
Distance of the Centre of Gravity of the section of the
rudder and stern post from the aftside of the rudder
is 2 10%
To find the Centre of Gravity of the Plane
between 32 and Q, from Q its first Ordinate. |
Ordin. Feet. Inc. Distant
Half of Q is 16. 8 from Q. Products,
Whole of R.... 30 4 multiplied by 1 = 30 4
SS nese SU, Os checeneeeeeeae ate eer oe
Die) 22""O- sedbeec se aneeena 3 = vue’. O
U3. 10 6 eee . 4 66 0
Wace. 0 30, rece BU: 5= 49 2
Half off A... 0 +0 sec tesecumem ee: 5 — ee a
Samm. 2... °122710 Sum ... 269 6
Multiply by distance between the Ordmates 2 83
Divide by sum of the Ordinates 122 10 ....... 735 6
Centre of Gravity ........+++ oat
Distance of Ordinate Q from aftside of the
TUGAEL iscacsscorcceeee covsecsscssccesee (40d) 167 12
Centre of Gravity from aftside of the rudder 173 1
Centre of Gravity of the Knee before X is ..... 1 7
Distance of the Centre of Gravity of the section
of the Knee and Stern before the aftside of
the rudder ssercoccocsessveccceecscescscesevsceees 185 OZ
Areas of the several Planes and their
Momenta.
¥
Areas.—Of the midship plane 5818 7
5818 7 x by 98 43, its momentum = 572403 1
Area of the after plane 201 33-
201 34 x by 19 03, its momentum = 3836 8
Area of the fore plane 341 5%
341 53 x by 173 1, its momentum = 59104 44
Area of the rudder and post 10 1
10 1 x by 2 10, its momentum = 28 11Z
Area of the Stem and Knee, 4 44
441 x by 185 0, its momentum = 809 5%
Sum of Momenta 636182 7
a
6375 92 Sum:
Now 6361827 divided by 6375 9% gives 99 feet 94
inches, the distance of the Centre of Gravity of the
whole section of the third water line from the aftside
of the rudder. ,
Cuap. II.)
OF DISPLACEMENT, &C.
OPERATION FOR THE PLANE OF THE FOURTH WATER LINE.
To find the Centre of Gravity of the Plane
between 32 and Q, from 32 its first Ordinate.
Ordin, feet. inc. Distant Products
Half of 32 is 5 10 from 32.
Whole of 28 ... 21. 8 multiplied by 1 = 21 8
ees SU)! EE csecce'y s REhenees Foes OURS
BAEMSTE AOD F accecacee abecaes gee LOO AO
16 MAUD) aut vie. s.esndio see Sy ae Hee!
DEO 1.3 ness Sh SORES Soi TUG mas
PTT. 0) | seu vae eeaicce tie Oe 40 ©
Ae EOS AD ocvcwesieic civics mics) 23190, 2
Oe ee boast 8 = 321 4
Gre "40 D> cecccccvcsee Oy=— "S01" 6
EES) 1G. casinonseuseecess LOC == 396505
eR Se asictcasecvccees tt Laas 42059
RERES EO chavcstesesvece, pda == 404.5:0
Half of SERIO sanscsttssxecces, 13.2 106 ,0
Sum ... 454 2 Sum ... 3116 10
Multiply by distance between the Ordinates- 10 11
Divide by sum of Ordinates, 454 2 . «6. 34025 5
‘Centre of Gravity ..c.ceeseeeevene 74 11
Dpaciee of Ordinate 32 from aftside of the
POMPOM kee aap te. secede . (add) oe |
Centre of Grayity from aftside of the rudder 100 0
To find the Centre of Gravity of the Plane abaft
32, from 39 its first Ordinate.
Half of ys 0 OF ara. A Migie i
Whole of 38... 1 10 multiplied by 1 = 1 10
ST n ee SD) cyeovccncccceress 2 1 G6 -4
56 iH Dili cscs 3)5=> 12 6
BS ose 5 8 acvcevccccvcvecee 4 = 22 8
Beal $01 Gy cvccovensoseseoes Dd) == 37 6
Dae IM Div iayevececcesdese Gi 985) O
Half of 32 666) ©5. 10 eeeveeseesseeree 7 = 40 10
: Sum... 43 14 Sum... 206 8
Multiply by distance between the Ordinates 2 83
Divide by sum of Ordinates, 43 1 swe. 563 11
Centre of Gravity ..s.sssseseee 13 ° 0%
Distance of Ordinate 39 from the aftside of
the rudder 1........0csercccseseerseees (Add) ee
12 toe { }
Centre of Gravity from aftside of the rudder “ 19 1%
Distance of the Centre of Gravity of the
section of the rudder and stern shin from
the aftside of the rudder is «ss.seessessreees 2-102
To find the Centre of Gravity of the Plane
before Q, from Q its first Ordinate.
Distant
Ordin. feet. inc. 4
Half of Q is 12 0O From 3) en
Whole of R... 20 6 multiplied by 1 = 20 6
me Sea 1 GRO AG sce oansesiete elias Ty
TASS US o: Ocies ovtbceesvannrs ss noe oO | O
U ene 7 O CeCe eaeteererreererese 4 = 28 oO
Half of W eee O 9 sete @eereesereoe 5 = 3 9
Sum ... 69 O Sum tis35> B21 -O
Multiply by distance between the Ordinates 2 8%
Divide by sum of Ordinates, 69 O «s.r 332 3
Centre of Gravity ....ccccccccccces 4 9%
Distance of Ordinate Q before the aftside of
the rudder ....... eaesuancdays can tantes . (add) 167 Oz
Centre of Gravity from aftside of the rudder 171 102
Centre of Gravity of the Knee before W is 2 0
Distance of the Centre of Gravity of the section
of the Stem and Knee before the aftside of
the rudder is eeeeeoeseeeeeatreeereeeeeeeeeeeeeesegeee 182 73
Areas of the several Planes and their
Momenta.
Areas.—Of the midship plane 4958 - 0
4958 O x by 100 0, its momentum = 495800 0
Area of the after plane 117 83
117 8% x by 19 1%, its momentum =
Area of the fore plane 188 32
188 33 x by 171 103, itsmomentum = 32362 32
Area of rudder and post 9 4
2255 6
9 4 x by 2:10}, itsmomentum = 26 10
Area of stem and knee 5 102
5 103 X by 182 73, itsmomentum = 1073 Ot
*.Sum of Momenta 531517 8
———.
5279 23 Sum.
Now 531517 8 divided by 5279 2§ gives 100 feet 84
inches, the distance of the Centre of Gravity of the
whole section of the fourth water line from the aft side
of the rudder.
Gg
226 ON FINDING THE CENTRE 3 {Boox II,
OPERATION FOR THE PLANE OF THE FIFTH WATER LINE.
To find the Centre of Gravity of the Plane | To find the Centre of Gravity of the Plane
between 32 and Q, from 32 its first Ordinate. before Q, from Q its first Ordinate.
Ordin. feet. inc. Distant roducts: ;
Half of 32 is 2 8 Fram 39, PN SIME a seis
. . . eel. Ce
Whole of 28 ... 10 4 multiplied by 1 = 10 4 Half ee Q. le * From 39,2 foduets.
Ze Ee OD Ate At atin: OS Whole of R ... 9 1 multiplied by 1 = 9 1
REO ate Sg OR Rh age S15 1B. csgaersopcenenatty tn
16 ie 30 4 a a oe ee, ol sie 4 — 12] 4 Half of xf ee O 9 eeereeeeteeeeeee eee 3 = 2 3
12 20. 32D ce eccoccescersens De. LOZ oS
Disee GOi Oaigescccnnesessvass G. = 202. 0 Sam’... 21°. 6 Sum ... 22 8
A pig Cia a Fe) = ohm Multiply by distance between the Ordinates 2 8}
bod gaee teste th Pies css Mkt ie Divide by sum of Ordinates, 21 6 sseesecooeee 61 10
TE RY Maly EMD ae 9 = 309 O
Dias e TOs as Arians vines te eusee' 10 = 333 4 Centre of Gravity «seccccccerseseeee 2 10%
Higced 20 TIO. ets ewarkieac iis 7 8281S Distance of Ordinate Q from the aftside of the
M eee oF 8 Seer eeeeeeeetetes LZ = OZ O rudder eveeese Ceeeeeseseteeeeseseseereeeeee (add) 166 113
Half of — Q sso 6 OO evecevereeenes 13 = 78 O ; ; Cee SB
vile fF ak | Centre of Gravity from aftside of the rudder 169 104
Sum ... 346 8 Sum ... 2441 8 : My rape
Multiply by distance between the Ordinates 10 11 Centre of Gravity of the Knee before T is GELS
tetera Distance of the Centre of Gravity of the section
Divide by sum of Ordinates, 346 8 ....... 26655 0 of the stem and knee from the aftside of the
; , EL rudder COCCOOCOO SOO ER TEH OEE HOSS TRESS EER SES SER bES 184 23
Centre of Gravity .ssssecsess , 76 104
Distance of Ordinate 32 from the aftside of
THGPUdEL, ob ececceeresdtliceerurevede"{Q0d) 2540 ;
Areas of the several Planes and their
Centre of Gravity from aftside of the rudder 101 10% Moments.
To find the Centre of Gravity of the Plane abaft
32 from 39 its first Ordinate. ;
Areas.—Of the midship plane 3784 64
Ordin. feet. inc. Distant Proflacts.
Half of 39 is O 9 sfrom99- 3784 63 x by 101 104, its momentum = 385548 03
Whole of 38 ... 1 6 multiplied by 1 = 1 6 Area of the after plane 56 74 .
37 21. 2 O sevccecssecsessseeee 2 = 4 O 56 74 x by 17 104, itsmomentum = 1012 2
B36 vee 2, 4 copecescndccesesoees 39 == 7 O Area of the fore plane 58 84 .
B35 see 3 DO asccccccroccoveerere 4 = 12 0 58 81 x by 169 10£, itsmomentum = 9966 6
BA dae oF lO Hepamcrssastemeeg =, LO 2 Area of post and rudder 9 4¢
wi ma, RD ERE PP | ee Ln 9 45 x by 2 97 its momentum = 26 5t
Half of 32 2... 2 8 csevccccesesecvveere 7 = 18 8 Area of stem and knee 11 0
Gam i SOD ste ing 4 11 0 x by 184 23, its momentum = 2026 6x
Multiply by distance between the Ordinates 2 83 3920 23 Sum. Sum of Momenta 398579 9
Divide by sum of Ordinates, 20 9 ws 246 6
Centre of Gravity sccccccseccssedes ~ EL -10%
Distance of Ordinate 39 from the aftside of ree
the rudder seeeeereeeoeeeeeseeoereeeeatee (add) 6 O ef :
Now 398579 9 divided by 3920 23 gives 101 feet;
inches, the distance of the Centre of Gravity of the
Distance of the Centre of Gravity of the section whole section of the fifth water line from the aftside
of the rudder and stern post from the aftside of the rudder. )
OF WG POGUER “si'evscccnctccescepesecedsepeéunateen dno. x
Centre of Gravity from aftside of the rudder 17 103
Cuap. IL.)
OPERATION FOR THE PLANE OF THE KEEL, &c.
To find the Centre of Gravity for the Plane
of the Keel.
The length onthe upper side or plane of the ft. inc.
keel from the aftside of the rudder is ...... 179 O
Multiplied by its breadth ..... ooevees eeaaves ene 1 6
Produces area of the plane ....sesrceeeeeeeees ‘ 268 6
The distance of its Centre of Gravity from the
aftside of the rudder, being equal to halfof
its length, iS ssecescccsssceeseesgreseceecenceoes i 89 6
Now 268 6 x 89 6 is equal to the mo-
mentum, or OCeeeeesboreesoereeeveoseseesarerensee 24030 9
ee
The Centres of Gravity of the six planes having been
found, the distance of the Centre of Gravity of the whole
bottom of the ship from the aftside of thé rudder is
obtained as follows :
From the principles already explained, the distance
of the Centre,of Gravity of the bottom from the aftside
of the rudder is equal to the sum of the momenta of an
infinite number of horizontal planes, divided by the sum
of these planes ; or, which is the same, by the solidity
of the bottom. As, however, we have no more than six
planes, we must conceive their momenta as the ordinates
of a curve; whose distances may be the same as that of
the horizontal planes.
Now the sum of these ordinates, (or planes) except
the first and last, of which take but the ‘half, being
multiplied by their distance, gives the surface of the
curve, of which any ordinate whatever represents the
momentum of the horizontal plane at the same height
- asthese ordinates; and the whole surface will represent
the sum of the momenta of all the horizontal planes.
Planes. Momenta.
Half of the First ...... 4020 1 ..0000... 390280 8
All the Second ...... 7375 10 ..s00.. 724740 23
Third ...... 6375 94 ..sscees. 636182 7
‘Fourth 1.4... 5279 25 aseccoose 531517 8
9
Fifth eeestre 3920 23 eeeeeerre 398579
Half of the Sixth eeeeee 134 3 eeeeeeseoe 12015 42
Sum ...... 27105 42 2693316 2
Now 2693316 2 divided by 27105 44 gives 99 feet
4% inches the distance of the centre of gravity of the
bottom of the ship from the aftside of the rudder.
OF DISPLACEMENT, &C,
LO
ne
~)
Tue nerentT of the Centre of Gravity of the bottom
may be determined upon the same principles, thus :
To half of the first and last horizontal planes add all
the intermediate planes, and multiply them progressively
as before, taking the upper side of the keel for the axis
of the momenta; then, that sum being multiplied by
the distance between the planes, and divided by the
sum of the planes, taking half of the first and last, gives
the height of the centre of gravity of the bottom above
the keel.
SB cede ea ‘the bin, Products,
All the Fifth ... 3920 23 x by | = 3920 23
Fourth, «.. 5279 y 2h) sossacs Sie 10558 35
Third? '... 6375 OS (00S SS 19127842
Secdnd... 7375s LOWietvees 4 == 29503 4
Halfofthe First ... 4020 1 ws... 5 = 20100 5
Sum... 27105 4+ 83209 94
Now 83209 94 divided by 27105 44 gives 3 feet
and 0% of an inch ; which, multiplied by 4 feet 1 inch,
the distance between the horizontal sections, gives 12
feet 6Z inches, the height of the centre of gravity of the
bottom of the ship from the lower edge of the keel.
The distance of the centre of gravity of the bottom
of the ship from the aftside of the rudder, and its height
above the lower edge of the keel, being found, the ship
supposed in an upright position, the centre of gravity
will necessarily be in the perpendicular longitudinal
section supposed to divide the ship in two equal and
similar parts; the position of this centre is therefore
determined by the ticked line abaft timber 4 in the
sheer draught. See the plate.
228 ON FINDING THE CENTRE {Book II.
In the preceding calculations we have supposed the hull to be composed of an homogeneous
matter, all parts of which in bulk will be of equal weight ; now, this is a case which seldom
happens in a ship, but the calculations will, nevertheless, be useful, as all ships of the same rate
have the different weights placed nearly similar with respect to their lengths. We may, therefore,
find the centre of gravity, or of displacement, as above ; and, by comparing the result with the
centre of gravity of a ship which is known by experience to have all the good qualities that can
be expected, shall then be enabled to discover if the centre of gravity of the intended ship be
properly placed.
We shall now conclude this section by describing a mechanical way of finding the centre of
gravity ; as it is a method that may be easily executed and that may be satisfactory to those
persons, in particular, who are not disposed to give themselves the trouble of finding it by the
calculations. .
A MECHANICAL METHOD OF FINDING THE CENTRE OF GRAVITY IN A SHIP.
Tuis method of finding the centre of gravity is exactly similar to the experimental method
heretofore described for finding the tonnage, by the construction of a model to a scale of one
quarter of an inch to a foot of the corresponding parts on the ship; and _care must be taken to
provide the wood as light as possible. The same model will, of course, answer both purposes.
The model being accurately constructed, may be suspended by a thin line or silk, in different
positions, until it points out the centre of gravity ; which will be found when the block hangs.
in a state of equilibrium: this practice is, doubtless, very simple, but it will be found very
convenient.
Many useful discoveries may be made by models or blocks, and with as great certainty as by
the nicest calculations ; for it must be allowed, that, in calculating from a draught by a quarter
scale, it will be liable to some inaccuracies which cannot be obviated in practice, by reason of
various little alterations which may be made in laying the ship down in the mould loft ; conse-
quently, the draught and the ship will in those points disagree. And likewise, upon strict
examination, we shall be enabled to find, that there are very few ships that have both their
sides exactly equal in every respect.
In order to prove our block, we may suspend it by a line fastened to a hook in any part of
a straight line drawn from the middle line of the stem to that of the post; this hook may be
moved forward and aft to different places in the middle line, and a weight may be suspended -
from the upper part of the middle line on the post; if the two sides be exactly of equal di-
mensions and homogene, they will then be of equal weight: a plane passing through these
three lines, whatever part of the middle line the hook be in, will likewise pass through the middle
line of the keel, stem, and post. ‘Therefore, if our model stands this proof, it will be as true to
work from as the nicest calculations.
The model being suspended by the hook, the lines hanging at the stem and post correspond-
ing to their middle lines, and to that which suspends the block, we may hold a batten out of
winding with the line that suspends it ; and, with a pencil, draw a line upon it ; a plane passing
Cuar. II.} OF DISPLACEMENT, &C. 229
through this pencil line, at right angles to the keel, and passing likewise through the line that
suspends the block, will likewise pass through the centre of gravity, which, therefore, must be
- somewhere in this plane. Again, move the hook to some other part in the middle line, and let
the block be suspended from that point ; draw also another pencil line, out of winding with this
last line of suspension, and the intersection of the two lines will give the height of the centre
of gravity above the keel, and likewise its distance from the post and stem; and, if the hook be
moved to any other parts of themiddle line, and a pencil line be drawn as before, it will likewise
intersect in the same point ; or, let there be ever so many points assumed in the middle line,
and the block suspended by each, and pencil lines drawn, they will all intersect in the same
point ; and, as the centre of gravity will always be in that plane which passes through the
middle line of the keel, stem, and post, it may with certainty be marked on the draught.
This will certainly require the utmost nicety; but, if well executed, will agree with that found
by calculation, provided the dimensions be taken very exactly, and likewise from a true scale
of equal parts. 7
Having now investigated the centre of gravity and displacement, so far as is consistent with
our present purposes, and laid down all that is requisite to be attended to, in that respect, for
the construction of a ship’s body, we shall proceed, in the next section, to find the point of
stability, or META-CENTRE.
§ 5. OF THE DETERMINATION OF THE POINT OF STABILITY OR META-CENTRE..
WE have already shewn, in the third chapter of Book I. that the effort of the water’s power to
sustain a vessel in an upright position, passes through the centre of cavity, or centre of gravity
of the displacement ; and, that the direction of its effort is perpendicularly to the water’s surface.
Therefore, if a vessel is at rest and in smooth water, her centre of gravity is in the mean direc-
tion of the effort of the water which supports her. When the vessel is inclined, or heels, she
should have a tendency, in herself, to regain her upright position ; that is to say, her centre of
gravity ought to be so situated, that the effort of the vessel’s weight should concur with the
effort of the water to right her.
This concurrence of efforts is what we have termed stability or stiffness, and the point of
stability, or meta-centre, is that point, inthe yertical section of her length, at the middle line,
under which the centre of gravity of the vessel ought always to be, in order to prevent her
oversetting. | |
230 ON FINDING -THE META-CENTRE. [Boox II.
TO FIND THE POINT OF STABILITY, OR META-CENTRE, OF THE EIGHTY-GUN SHIP, OR ANY OTHER VESSEL,
Ler ABC (figure 2. plate H.) represent a thwartship section of the eighty-gun ship at the centre
of gravity of displacement; D the centre of cavity or centre of displacement, and AB the load
water line when the vessel is upright. Let EC, a perpendicular to the line of floatation, pass
through the point D. As the result of the force of the water to support the vessel is found in the
line EC, it necessarily follows that the centre of gravity of the vessel is also in the same line,
See Proposition II. page 131.
Let us now imagine the vessel to receive a small inclination, say 10 degrees without its
augmenting or diminishing the displacement ; let FG represent the line of floatation during this
inclination: hence result two triangles, equal and similar; the one, HBG, above the water ;
and the other, HAF, under the water: let I and K be the centres of gravity of these triangles,
and L the centre of cayity, or centre of displacement, when inclined. ‘Trace from the point L
the line L M perpendicular to the supposed line of inclination F G, and it will intersect the line
CE in some point as N.
N is the point of stability, or the Meta-centre: for, if the centre of gravity be found below
this point, the vessel will keep itself upright or tend to right itself. On the contrary; if above,
it will overset, as shewn by Proposition IV. page 131.
Again, if the centre of gravity is at the same point with that of displacement D, then the
weight of the vessel acts on all the distance LD, against the inclination.
The vessel, in its inclined state, would have the middle line CE removed to the line OP ; then :
the line of support LQ traced upwards, perpendicularly, intersects the inclined line OP between
P, the power applied, and centre of gravity L, and discovers the meta-centre of the inclination
to be at R, according to the fourth proposition, page 131. But, it would be very singular
that it should so happen that the centre of gravity of all the system, both the weight of the hull
and the rigging and the other heterogeneous weights, more or less, as artillery, &c. with which
the vessel may be loaded, should be found to be in the centre of gravity of displacement D.
For, by calculation, we shall find it near the line of floatation in the 80 gun-ship, as in ships of
war the centre of gravity can never be removed far from the line of floatation ; and, could the |
centre of gravity be placed very low, it is not to be desired, because the further it is removed from
the line of floatation, so much the more will the movements of the ship increase. We may therefore
lay it down as an axiom, that a body put in motion turns round its centre of gravity as long as _
no foreign power prevents it. Then, the centre of gravity being at the load water line, the vertical
CE is changed to the line ST by the inclination, and the meta-centre carried up to u in the line S T.
To ascertain the altitude or height of the meta-centre above the centre of gravity of the im-
mersed part of the bottom, the section at the load water line must be divided by lines perpen-
dicular to the middle line of this section into a sufficient number of equal parts, so that the
portion of the curve contained between any two adjacent perpendiculars may be considered as
a straight line. ‘This having been already done to find the displacement, we take them thence.
Then, the sum of the cubes of the half perpendiculars, or ordinates, is to be multiplied by the
distance between them, and two-thirds of the product is to be divided by the immersed part of
the bottom of the ship.
Cuap. II.) ON FINDING THE META-CENTRE. 231
It is hence evident, that while the section at the water line is the same, and the volume of
the immersed part of the bottom remains also the same, the altitude of the meta-centre will
remain the same, whatever may be the figure of the bottom.
Names and lengths of
the Ordinates at the Cubes of the Names and lengths Cubes of the Names and lengths Cubes of the
Load Water Line, in Ordinates. of the Ordinates. Ordinates. of the Ordinates. Ordinate s.
feet and dec. parts.
a2: 20.75 8934.17 33. 20.08 8096. 38 R, 20.91 9142.44
28 22.50 11390.62 34. 19.25 7133. 33 S, 19.66 7598.90
24 23.66 13244.76 30) 21 Os he 5988. 91 T, 18.04 5870.97
20 24.25 14260.52 36 16.41 4419. 02 yy 15.91 4027 .27
16 24.50 14706.12 Ki Wo nt Reed 2368. 59 W, 12.83 2111.93
12 24.62 14923.27 38 7.66 — 449. 45 X, 8.75 669.92
8 24.70 15069 .22 39 = ODL 0.754 Ye, 258 17.17
4 24.83 15308.41 40 0.91 0.754 L;,.;0.83 0.572
(5) 24.83 15308.41 41 O91 0.754
@ 24.83 15308.41 multiply by the multiply by the ;
D 24.83 15308.41 dist. betw. the 28457.942 dist. betw. the 29439.172
H 24.58 14850.66 Ordinates ..... 2.729 Ordinates ..... 2.729:
M 24.00 13824.00 pee
, Q 21.83 10403.06 77661.7237
—— 80339.5003 sosccecsseceseess SUM vee 80339.5003
Multiply bythe dist. 192840.04 :
betw. the Ordinates 10.91
Sum cevoe 2103884.8364 ccoccccsresesccssvecesserses 21038848364
2261886.0604 Sum of the Products.
2
3) 4523772.1208
Feet inc.
Cubic feet of Salt water displaced 111177.2291) 1507924.0402 = 13 63
Remainder 62620.0619
Multiply by eeeeceeeeeeece 12.
75140.7428
Remainder 84367.3628
Multiply by «000... 8
674.938.9456
Gives 13 feet 63 inches, the height of the meta-centre above the centre of gravity of the im-
mersed part of the bottom of the ship.
232 OF FINDING THE META-CENTRE. [Boox Il.
It may be advantageous, after a ship is built, rigged, and Jaden, to possess the means of being ©
assured that the centre of gravity be properly siidobed with respect to the meta-centre; we
therefore subjoin the following experimental method of making this determination.
Sometimes, in the course of a voyage, the positions of many things are greatly prerese or
varied. The consumption of ammunition and provisions in a long voyage 1s also very con-
siderable ; and it may be necessary to ascertain, at times, what changes thence Sete _ This
may be found by a simple experiment.
If we place a weight, P, on the outside of the ship, OEC, at the outer end Q of a spar, laid
across'the ship, this will make the ship incline to a certain point, at which time there will be an
exact equilibrium betwixt the weight suspended without the ship, and the whole weight of the
ship, on each side of the line YZ, in the direction of the vertical. effort of the, water. ‘The
common centre of gravity G, is in the same vertical
with the meta-centre, when the ship is in an horizontal si-
tuation ; and the more the ship inclines, the more will the
centre at gravity G be removed from the line YZ, the
vertical of the meta-centre, or line of support. It is plain, i
that GT, the distance from that line, is always in pro- &&#
portion to the sine of the inclination; at least, when the =
inclination is but small. Now, if that distance, and, like- == 7
wise, the whole weight of the ship be known, we have also its momentum, or the relative force
with which that weight acts, in endeavouring to right the ship, and bring her again into an
horizontal situation; but, since both the situation, and likewise, the weight that produces the
inclination, are known, we may thence know if the momentum of one be equal to that of the
other, and thereby easily discover if the centre of gravity be in that very point we propose.
We cannot be too nice in taking the quantity of the angle of inclination, for the success of
the whole experiment depends on this: to attain this, we may use a level line for the sensible
horizon of the sea, or a plumb line fastened to the head of the mast, and take its distance from
the foot of the mast, both when the ship is upright, and, likewise, when she heels: the plumb-
line seems to be the most convenient, because we have thereby immediately the proportion in
which the centre of gravity recedes from ihe vertical of the meta-centre, which will always be
in proportion to the distance of the plumb-line from the foot of the mast. We must be
very careful, during the whole time of the operation, to render all the circumstances absolutely
the same, that we may be well assured the inclination is produced only by the weight
applied to the outside of the ship: no doubt, this will require the assistance of many hands,
‘to put every thing requisite in its proper place, but they must all withdraw, when the distance
of the plumb-line and the other dimensions are measuring. The weight of two or three, or
sometimes even ten, men need not be regarded; whereas the weight of the whole crew would
produce a very sensible alteration ; and, it. is conceived, that the crew might be disposed to
great advantage in the experiment, as they may be easily. moved from one place to another.
We may, in this manner, find the centre of gravity of the ship, provided we only know
Cuar. II.] OF FINDING THE META CENTRE, a3)
the meta-centre ; for, having the quantity of the weight that produces the inclination, and ex-
amining R Z, its distance from the meta-centre, or line of support, in which the effort of the
water exerts itself, we have, also, its momentum, or its relative force, which is equal to the
weight of the whole ship, since these two exactly balance one another ; so that it is only dividing
this momentum by the whole weight of the ship, and the quotient will give us the distance of
the centre of gravity, G, from YZ, the line of support, or vertical of the meta-centre. If the
weight that makes the ship incline be five tons, and its distance from YZ be 30 feet, its mo-
mentum will be expressed by 150, because 5x30=150; and, if this momentum be divided by
1800, which may be supposed the weight of the whole ship, we shall find that the distance of
the centre of gravity from the vertical YZ is one inch. After this, it will be easy to discover
how far the centre of gravity is below the meta-centre g ; since there will always be the same
proportion betwixt the distance of the plumb-line from the foot of the mast, and the height of
the mast, that there is betwixt GT, one inch, the distance of the centre of gravity G, from
YZ, the vertical of the meta-centre, and gG, the distance betwixt the meta-centre and the
centre of gravity. Ifa plumb-line, of 50 feet long, is one inch distant from the foot of the mast,
we have this proportion, as 1: 50 :: 1 (inch, the distance of the centre of gravity from the
meta-centre) : 50 inches, which makes G g, the distance of the centre of gravity below the
meta-centre, 4 feet 2 inches.
We may remark, that, in order to determine this exactly, it is not necessary to know the
precise point in which the meta-centre lies; it may be supposed in the middle of the breadth
line OC on the upper deck. ‘
The smaller the weight is that makes the ship heel, so much the greater must be its distance
from the ship; however, an error of some inches, in the horizontal distance of the weight will
be scarcely perceptible. |
In fine, where neither the situation of the centre of gravity, nor of the meta-centre, is known,
this experiment will, at least, have one considerable advantage, that thereby we may know if
these two points are always situated in the same proportion with respect to one another. We
may, by these means, be in condition to reap the profit of all experiments made in former voyages,
and easily find the ship’s best sailing trim, which the mariners call her seat in the water:
All ships have a scale of feet on their post and stem, to determine the draught of water afore
and abaft : we may, by this scale, discover if the whole weight, and if the goods be stowed
exactly in the same manner, with respect to the length of the ship, and likewise if the centre of
gravity be properly situated in respect of fore and aft. But, though these be important par-
iculars, yet these alone are not sufficient: for admitting we have all these, the centre of gravity.
a be either too high or too low; to ascertain which, we must have recourse to the preceding,
or a similar, experiment.
Hh
234 GENERAL OBSERVATIONS ON THE [Book If,
CHAPTER IIL.
INSTRUCTIONS FOR DELINEATING THE SEVERAL DRAUGHTS AND PLANS OF A SHIP.
§ 1. GENERAL OBSERVATIONS ON THE PROPORTIONAL DIMENSIONS, &c, PREPARATORY TO THE
CONSTRUCTION OF A DRAUGHT.
In order to fix upon the proportions for a ship of any class, it will be necessary, in the first
place, to determine on the length between the foremost and after perpendiculars ; as, when that
determination is once fixed, it becomes a standard whereby all the proportions are calculated,
and every particular regulated both with respect to proportion, strength, and beauty.
The proportions will, of course, be regulated upon the principles established by experience.
These teach that a ship should not be too long with respect to breadth, nor too short with
respect to depth. Length, although highly desirable to a certain degree, if carried to excess,
will, as we have shewn, be. prejudicial; and, when ships are extremely long, they must have
an extraordinary allowance of timber and planking to make them equal in strength to those
which are shorter.
The LENGTH BETWEEN THE PERPENDICULARS, in most ships of war, is the length on the gun or
lower deck, taken from the aftside of the rabbet of the stem to the foreside of the rabbet of the
stern-post at the height of the lower deck: and, in merchant-ships, from the aftside of the stern-
post, at the height of the wing transom, to the foreside of the stem at the same height (See
Table of Dimensions and Scantlings, folio I.)
In ships of war the length is regulated by the number of ports intended to be made on the
Gun-deck ; and the disposition of the timbers by the situation of the ports. The latter should
be so disposed as to weaken the ship as little as possible, and so as to avoid cutting off any of
the principal timbers, &c. and, in placing them, we must consult the situation of the frames,
which is every other bend throughout: the ship, and of which the joints are represented by per-
pendicular lines in the square body, and by ticked lines in the cant bodies, agreeably to their ‘
thwartship appearance. (See Disposition of the Frame, Plate 2.) .
The foremost and aftermost ports being determined upon, the intermediate ports will be at
equal distances asunder, according to the room and space; and double the room and space must
be always sufficient to allow for the width of the port, the siding of the frame timbers, and a
ings between the frame timbers, if any. >
The foremost port should be as far forward as circumstances will admit, leaving room for the
manger, for the purpose of firing the foremost gun, fore and aft, as a bow chaser. In the
Cuap. IIT.) PROPORTIONAL DIMENSIONS, &C. 935
eighty-gun ship the most convenient place will therefore be to place it between the frames U
and X, and equally distant from each; it will then be placed in the most superior point of
strength, having a long top-timber on the foreside and a long fourth futtock on the aftside of it.
The other ports may be placed in like manner, with respect to strength, taking care to have
two frames between every two ports, all fore and aft, and they will all be equally spaced ; taking
care, at the same time, that there shall remain sufficient room for the quarter galleries, clear of
the after port.
The foregoing are the first considerations which must take place in the formation of a draught
for a ship of war with regard to length. In merchant ships, as having no ports, the disposition
of the timbers may, of course, be regulated more simply.
Having fixed the length, the Breaptu is the next object to be considered, and this will be
regulated by that proportion which is deemed most advantageous for the intended services of the
ship ; or, by that which has been established by the best practice. The latter may be readily
seen by a reference to folio I, of the Table of Dimensions and Scantlings hereafter: or to the
draughts which illustrate the present work. By the Table it will be seen, that ships of war, in
general, have their moulded breadths about three-elevenths of their length, and merchant ships
about three-twelfths, excepting Cutters and some other smaller vessels.
Depru 1x Hotp is the next dimension to be considered in the construction of the draught.
This dimension depends upon the placing of the lower deck, as it is generally taken from the
upper side of the lower deck beam, in the midships, to the upper side of the strake next the limbers.
The depth in hold in ships of war depends upon the heights of the ports above the water,
which should be as high as possible, consistently with the stability of the ship. This is, as we
have already shewn, a prime consideration. In line of battle ships the depth in hold is, generally,
about seven-sixteenths of the moulded breadth ; and, in frigates, seven-twentieths. In merchant
ships it is regulated by the trade they are designed for. Ships, built for the East India trade,
in general, have their depth in hold, fourteen feet nine inches ; which will admit seven heights
of tea, or nine of china.
West India ships have, generally, a depths in hold, of about twelve feet, which enables wom
with the deck above, to stow five heights of sugar.
And thus the depth in hold of every merchant-ship should be regulated according to the trade
she is designed to follow. Her species of merchandize being known, the lower deck should be
so placed as to obviate any loss in stowage.
The length, breadth, and depth in hold bemg settled, the upper part of the ship is next to
be considered. “The upper works should be kept as low and as snug as possible, particularly
abaft, in order to have a handsome stern. The length of the round house deck must determine
the height of the sheer abaft ; and the round house should be no longer than is just sufficient for
necessary accommodations ; for, the shorter the round house the lower will be the works abatt ;
and a low snug stern is always considered as the handsomest.
The proportioning of the heights afore and abaft is of consequence, inasmuch as it has been
universally found that, if a ship be constructed nearly straight, without a proper regard to her
sheer, her strength would be proportionably less, and the weight of the extremes would soon
936 GENERAL OBSERVATIONS ON THE [Book If.
cause an alteration in the sheer, by which she might be strained until it would be entirely
broken. The quicker the sheer is, the more it contributes to the strength of the ship, and the
more room it makes for accommodations with regard to the heights afore and abaft. This pro-
perty is, however, most suitable to large ships, which carry many officers and require the most.
accommodations. In small ships, that are built principally for expedition, without a round
house, and having few officers, the sheer is, of course, more straight, and kept as snug as possible,
or so far as strength will permit.
Of the several heights now to be considered, the first is, the proportional height of the top-
breadth, or top-timber line, at the lowest place or midships. This may be, for ships of war of
three decks, seven-thirtieths of the length ; of two decks and under, about one-fifth of the length;
and, for merchant ships, five twenty-thirds of the length. The latter, however, being reduced to
no fixed rule, will be found to fluctuate accordingly, as may be seen by a reference to the
general dimensions.
The neient of the LOAD-WATER LINE now Gemands our attention. This may be placed, in. three
deckers, at twelve twenty-thirds, or little more than one-half of the height of the top-timber line;
in two-decked ships, at three-fifths of the top-timber line ; and, in other ships, in general, at
_ about five-eighths of the height of the top-timber line, at the lowest place: remembering to set
up the height of the load water line from the underside of the keel. |
The height of the lower edge of the wale, and lower height of breadth, in midships, is
generally placed nearly at the same height as the load-water line; but we would recommend it
to be placed a few inches higher. The lower height of breadth being lifted afore and abaft about
the height of the hawse holes forward, and a little above the wing transom abaft, or as the shape
of the body may require.
The foregoing are, therefore, the principal points to be attended to in the proportioning of a
ship. Other particulars may be varied according to the service for which she is designed. If the
depth in hold required be greater than the proportions herein mentioned, it must be gained from
the heights between the decks, as it is of the utmost importance to keep the aDiPs proportionably,
as low above water as circumstances will permit. -
The Wa ss are a principal part, and come next under consideration. ‘The Main Wales should
be placed on the greatest breadth, that being the part which bears the greatest strain, and so as
to be bolted through with the main deck knees, in order to bind and strengthen the deck. Upon
the Wales the strength of the ship very much depends; they must, consequently, be so placed,
as to be cut or wounded as little as possible by the formation of the ports. The height or
sheer of the Wales forward and aft, must be parallel, or nearly so, with the top-timber line.
The Cuannet Wates are principally intended for the strength of the topside, and must be
placed between the lower deck ports and the ports next above. The lower edge of them, in
midships, should be placed low as possible, in order to prevent their being cut by the ports
afore and abaft, by which we shall find them clear of the ports, excepting, perhaps, two or three of
the after ports, which will be of little consequence, as the clamps of the deck next above, on
the inside, will make good the deficiency of the wales in that place ; and the deck bolts will come
in the wales every where else fore and aft.
Cuap. III.] PROPORTIONAL DIMENSIONS, &C. 237
The same may be said of the Sheer Wales in three decked ships, which come between the
middle and upper deck ports.
The CuanneLs are generally so placed that their upper edges may range with the upper edge
of the sheer-rail; or so that all the preventer plates shall be placed on the Channel Wales ;
letting the plates be of such a length that the chain bolt and preventer bolt may come near each
edge of the Wale. It must also be observed, that the chains be kept clear of the ports ; and,
that each of the chains and preventer plates has its proper rake, so as to lie in the true direction
of the shrouds.
It now becomes requisite to take some notice of the height of the rising line, or centres of
the floor sweeps *; the heights of which, and narrowing or half-breadth of the same, determines
the form of the lower part of the body of ships in general, although some constructors form this
part of the body without it.
Previous to the determination of the heights of the rising line, we must, of course, determine
on the dead-rising, or its height at the midship timber. This will limit its height at that place ;
and, although, in Whole Moulding +, the rising line, all fore and aft, is parallel to the lower
height of breadth line, yet, upon better principles, the curve of the rising varies according to
the ideas or judgment of the artist, so as to give the lower part of the body of the ship such a
figure as theory and experience dictates for the best.
It may here be observed, that the rising line cannot, from its nature, be found by a regular
proportional method, from which there can be no variation without impropriety: nor can it be
constructed to any fixed proportion unless ships of different classes were built exactly similar to
each other; because, the rising line, in ships of war and those which are calculated for velocity,
though suitable to the construction of the lower part of each ship, and likely to answer the
purpose for which they are designed, cannot be equally proper for ships of the same length and
breadth, if required chiefly for burden ; as, in the last case, not only the form of the midship bend,
_ but every other part of the bottom, must be on a different pian.
For the Height and Moulded-breadth of the ship at the Wing Transom, we refer the reader
_ to the principal dimensions given in the tables hereafter ; being those of ships selected as the
best vessels of their respective classes.
We shall now speak of the ornamental parts of construction, &c. and, first, of the head:
The Heap of every ship is intended both for ornament and convenience. In the first instance,
as an ornament to the structure, the beauty of this part is more admired, and the deformities
" sooner discovered, than in any other part ; for the head is, universally, the object most noticed
by the generality of spectators, and many competent judges of naval architecture will assert that
the symmetry of the whole depends much on the proportion or disproportion that it bears to-
wards the head. For the appearance of a head, having all its parts well and neatly formed, with
adue proportion and harmony between them, strikes the eye of the beholder with admiration ;
and the head may always be fashioned so as’‘to make it beautiful.
Toa
* See the article Frames, in the “ Explanation of Terms,” &c. Ch. I. B. I,
+ See the article Whore Moutpep, in the “ Explanation of Terms,” &c.
938 GENERAL OBSERVATIONS ON THE {Book II.
The conveniences of the head are, to tack the weather ‘clue of the foresail forward, to gammon
the bowsprit, to water the provisions, and for seats of ease. With regard to tacking of the fore-
sail forward, the head is of principal use, as also to trim the sail to the wind, so that the lee-
leech may not bag, and oppose the motion of the ship; it may therefore be inferred, that short
heads are not proper, because they require the boomkins at their outer ends to be in distance from
the foremast, so as to plumb. with the fore yard arm, when braced sharp, for the tacking of the
Sail forward.
The heads of all ships should be, as much as each class will admit, proportionably light and
airy. In ships. having three decks, the form of the head and rails will be most disproportionable.
But, in order to help the same as much as possible, the length of the head must be so much
longer than has been usual, which will take something off from the great depth. But, as heads
in general, particularly long heads, are a great overweight to the ship, we would recommend
the figure, or carved work, to be as light as possible ; and, the means whereby we may take off
more will be, to let the distance between the cheeks be more than has been general. Therefore,
let the distance from the lower edge of the lower cheek, at the stem, to the lower edge of the
cheek on the stem, be three-fourths of the distance from the lower edge of the lower cheek to the
lower edge of the main rail at the stem. ‘The lower cheek must be kept well, or nearly so, on
the upper strake of the main wales, in consequence of the hawse. holes coming between the
cheeks, which are on the lower deck. ‘The main rail, also, keeping it as low and level as is pos-
sible in the bag or curvature, for the convenience of the gratings, cannot be any lower than
the surface of the upper deck. ‘The intermediate rails between the upper cheek, and main rail
may be equally spaced at every head timber, observing to let one of the middle rails form a
curve with the supporter of the cat head, which may best clear the bow-port.
The timbers of the head, which support the rails, and keep them together, are always three
and sometimes four afore the stem, and one abaft it (in large ships). The foremost head timber
should be placed so as to range with the heel of the figure ; one should be placed, its siding before
the stem (termed the stem-timber) the other timbers exactly in the middle between ; and, that
abaft the stem, may be at the same distance from the stem timber as those afore it. Eighty
and seventy-four gun ships, having only two decks, and, in consequence thereof having a snug —
topside, it isso much the easier to form, for these ships, a handsome and proportional head.
Therefore, the situation of the hawse-holes may here determine the position of se upper edge
of the lower cheek.
The main rail in the bag, and in wake of the stem, should be on a level with the upper part
of the beakhead ; and, if convenient, the upper cheek at the stem may be exactly in the middle
between the main rail and lower cheek. The remaining partsmay be formed according to fancy,
only observing always to keep the fore part of the rails and head well up, so as to form an agree-
able flight to the sheer of the ship, and, as the spacing of the rails, the number of them, and
likewise the stem-timbers, are just the same as before described, it will be unnecessary to give
any farther detail of them here. |
Sixty-four and fifty gun ships. This class has not so snug a topside as the last, for the number
of guns being considerably less, the length of the ship is consequently less, in proportion, But
Cuar. IIT.] PROPORTIONAL DIMENSIONS, &C.. 239
the guns, by being carried upon two decks, make these ships require a topside almost as high as
the former class, by which they are much higher in proportion to the length than the ships above-
mentioned ; however, in order to make the head appear as handsome as possible, keep the cheeks
as high as circumstances will admit. Therefore, let the upper edge of the lower cheek be kept
up so as to have bolsters of a substance of only five inches under the hawse-holes, The main
rail in the bag, and in wake of the stem, should be on a level with the upperside of the beak-
head, which should never be higher than to range with the upper-side of the Iower sills. of the
upper deck ports above the deck. ‘The upper cheek at she stem is to be placed in the middle.
between the lower cheek and main rail.
Forty gun frigates and vessels carrying their guns upon one deck, afford the fairest oppor-
tunity of forming a handsome head and set of rails, by reason of a snug and shallow topside ;
in consequence of which, we must keep the rails. and cheéks pretty close; and, by throwing the
_ fore-part of the rails. and figure well up we shall have a light airy head, which will always appear
well out of water.
Let the upper edge of the upper cheek, at the stem, be just sufficient to have about four
inches whole wood of bolster under the hawse-holes, on the foreside, to keep the rub of the cables
from the cheeks ; for, in this class of ships the hawse-holes are above the upper cheek, and the cheeks
may be kept about one foot ten inches asunder. In lesser ships at the stem, one foot four inches.
Let the distance from the upper edge of the upper-cheek to the upper edge of the main rail at
the stem, be the same as the distance from the upper edge of the lower cheek to the upper
edge of the upper cheek. ‘There is only one rail between the upper cheek and main rail, equally.
spaced between, the after end of it breaking in with a fair curve to the supporter of the cathead.
The timbers, &c. similar to the foregoing.
_ The heads of merchant ships, in general, may be considered under this class ;, and what has
been just directed will be the most applicable thereto.
~The knightheads, or bollard timbers, must run sufficiently high, above the bowsprit, to-admit
of a chock coming between them for the better security of the bowsprit. The timber heads, along
the forecastle, should always be so conveniently placed that the timbers of the frame may cor-
_ respond, which will be those timbers that come over the upper deck ports; so that they may be
allowed long enough to form handsome heads. ‘This must be particularly attended to. in
those ships which have had, according to recent practice, timbers to run up high enough to take
a rough tree rail round the bow. ‘There should be one timber head placed close afore the cat-
head for the cat-block to bolt to, and the after part of tle main rail of the head, is to bolt to that
timber likewise. There should also be two or three ports,.on each side of the forecastle, formed by —
the timber heads; placing the ports wherethey may be most convenient to be clear of the shrouds.
Lastly, the fore part of the knee of the head may be formed by a handsome serpentine line,
observing, in forming of it downwards, not to let it be too full; as, in that case, it will not only
look clumsy, but will always be liable to rub the cable very much. It should, therefore, have
no more substance under the lower cheek at the heel of the figure, than is just sufficient to admit.
of the bobstay holes. Asa further prevention, let the foreside be well rounded..
240 GENERAL “OBSERVATIONS ON THE [Boox If,
The Srervs of all ships should be kept as low and as snug as possible, consistently with the
size and force of the ship, the stern, being terminated above by the taffarel, and below by the
counters, and being limited on the sides by the quarter-pieces, comprehends. in the intermediate
space, in large ships, the ward-room lights and galleries ; and, in small ships, the great cabin
windows only.
What has been said, with regard to the beauty and usefulness of the head, ‘may, in some
measure, be applied to the stern; the beauty of the stern being the grand ornament to the after
part of the ship. In order to produce one that shall be handsome, the counter-rails must have a
handsome round-up and round-aft, which will produce a light and airy appearance. Each rail
continuing to have more round-up in proceeding upwards.
The sterns of large ships in the Royal Navy have lately had no open alennae but, like those
of some East India ships, have been wholly inclosed, which makes them very snug, and adds
considerably to the strength of the stern. The timbers running all the way up give, at the
same time, a better opportunity for forming the ports more advantageously to fight the guns
right-aft.
If a stern be unavoidably deep, the lower and second counters must be ae deep in propor-
tion. The lights less in number and deep also ; and some light carved work or device should_
be formed between the head of the lights and taffarel, because the latter would otherwise appear
too deep, as a single stern will always appear on a near view much better than an artificial
double one. ;
The knuckles of the counters must be so disposed that the lower and second counter shall be
in proportion to the whole of the stern.
The heights of the decks must be next considered ; for sometimes, in order to give depth for
the lights, the decks are necessarily sprung abaft, and their round-up must be made conformably
thereto. Ws coated
The Quarter-Gatieries. The heights of the Quarter-Galleries depend upon the stern; but,
to make them handsome, the lower-rim should be as long as possible, and may spread within a
few inches, if necessary, of the main-breadth amidships; for, as the whole quarter must be re-
gulated by the lower-rim, if that is short or stunted the whole iain will appear
crampt.
Every thing relative to the head and stern being now sufficiently described, we may proceed
to the rupper, which must be particularly considered, as many of the qualities required in a ship —
depend in a great measure upon the rudder; therefore, we must first determine on the breadth’
of it at the heel, or lower end, with the back included, which may be one-eighth of the moulded
breadth, for ships in the navy in general. But, for merchant ships, or those constructed chiefly
for burden, it may be one-seventh. The breadth at the heel being determined, the height of
the lower hance may be fixed at about one-foot above the load-water line, and its breadth there
should be three-fourths of the breadth at the heel, for ships in the navy, and two-thirds only for
merchant ships in general. There may also be another hance at about the height of the lower
deck. ‘The use of the breaks or hances is, merely to reduce the breadth as it rises towards the |
Cuap, III.] PROPORTIONAL DIMENSIONS, &C. Q41
head, the greatest breadth being only required below the water, where it feels the motion of
the ship.
The rudder being more ifpelled by the water at the height of the floating-line than at the
keel, since the fluid exactly follows the outlines of the bottom, some constructors, particularly
the French, have been induced to make the rudder broader towards the load-water line’ and nar-
rower towards the keel. For the usual proportions of the rudder, according to the usual practice,
see the Table of Dimensions and Scantlings hereafter.
The most advantageous angle that the rudder can be placed in, when it be required to turn
the ship, is allowed to be at forty-five degrees with the line of the keel prolonged ; but the
general practice is, to beard its foreside to two-fifths of its thickness each way from the middle
line. ~ .
_ It has been customary to beard the rudder to a sharp edge at the middle line, by which the
main-piece is reduced more than necessary, as is readily perceived in large ships; for we may
observe, that when the rudder is put hard over, the bearding will not touch the stern-post by
nearly an irich ; to obviate which, the rudder should be bearded from the side of the pintles,
and the foreside made to the form of the pintles. Again, as the upper pintle has always wound-
ed the main-piece of the rudder so much with this mode of bearding it, let the aftside of the
stern-post be bearded or tapered about one-fourth of its thickness, athwartships, and then the
rudder will be bearded so much the less. This, also, will greatly assist the conversion of the stern-
post.
It is proper here to notice an improvement in the rudder, which has taken place within these
few years, and has been adopted in many ships, particularly in most of those in the service of
the East India Company. It will, however, be requisite previously to describe the usual form
of the rudder, in order to shew the advantages of the new method.
In the Sheer Draught of the eighty gun ship, (Plate 1.) the rudder is represented according
to the common method of construction ; in which the centre of the pintles that-are parallel to
the aftside of the stern-post is the axis of rotation. It is hence evident, that a space considerably
greater than the transverse section of the rudder at the counter, must be left in the counter
for the rudder to revolve in. ‘The figure abaft the wing transom, in the sheer plan, which is a
section of the rudder at the counter, shews that there must be a space in the counter similar to
that round the rudder in the section, in order that the rudder may be moveable as required.
Hence, to prevent the water from washing up the helm port, or rudder hole, a rudder coat,
that is, a piece of tarred canvas, is nailed in such a manner, to the rudder and counter, as to
cover the intermediate space: but the canvas being continually washed by the sea, soon be-
comes brittle, and unable to yield to the various turns of the rudder without breaking ; in which
case the ship is, of course, left pervious to the waves, even of three or four feet high; in fact,
there are'few men bred to the sea who have not been witnesses to the bad effects of sucha space
being left so ill guarded against the stroke of the waves; and many ships have been supposed
to founder at sea from the quantity of water shipped between the rudder and the counter.
It was ‘to remedy this defect, that the alteration above alluded to took place; which consists
in making the ae part of the rudder cylindrical, and giving that part at the same time a
li
249 . OF THE CONSTRUCTION [ Boox I.
cast forward, as may be clearly seen’ in the Sheer Plan of the East Indiaman in Plate 205 so
that the axis of rotation may thus be represented by the ticked line, passing, as usual, through
‘the centres of the pintles which attach the rudder ‘to the stern-post, and thence to’ the head,
through the axis of that cylindrical part ; in order that the transverse section of the rudder at the
counter may be a circle revolving upon its centre. In this case, the space’ between the rudder
and the counter need be no more than just sufficient to hang it ; and, consequently, the neces-
sity of a rudder coat isdone away. But, as it was foreseen, that, if the rudder by any accident
was unshipped, this alteration might endanger the tearing away of the counter, the hole’ is made
somewhat larger than the transverse section of the cylindric part of the ruddgr, and the space
between covered over with a rim of wood fitted to the counter, so as to be capable of with-
standing the shock of the sea, but to be easily carried away with the rudder, leaving the counter,
under such circumstances, in as safe a state as it would be in according to the present mode of
making rudders in the navy. Again, the rudder, being cylindrical in that part, thy wooden
rim is fitted nearly close ; but, to prevent the least: water from entering: the ship, a:leathern hose
is fitted as closely as possible. — | .
The Centres or Pracrs or THE Masts, upon the gun or lower deck, may be determined upon
thus: the foremast. may be about one-ninth of the length between the perpendiculars abaft the
foremost perpendicular, for ships in the navy, and two-thirteenths in merchant ships, The
centre of the main-mast to be five-ninths of the length abaft the foremost perpendicular ‘for all
ships in general, and the mizen-mast in large ships four twenty-fifths of the length afore the.
after perpendicular ; and, in smaller ships, as frigates, &c. four-twenty-sixths.
For Brigs, or vessels with two masts, the foremast to be one-eighth of the said length abaft the
foremost perpendicular ; that is to say in sharp vessels; but, in full vessels, as the Colliers, &c.
jt is to be about one-seventh. The main-mast to be three-fifths of the length abaft the foremost
perpendicular.
But Cutters, and one masted vessels in general, have the centre of the mast about one-third of
the length from forward. '
§ 2. OF THE CONSTRUCTION OF THE SHEER DRAUGHT OF THE EIGHTY GUN SHIP, FROM THE
GIVEN’ DIMENSIONS.
** In the directions for the Construction of the Sheer Draught, as well as for those of the
other plans, the references are, throughout, to the draughts of the Eighty gun ship, Plates I. to
VI. upon which the name of every essential particular may be found. or
Tue first thing to be determined upon is the length on the gundeck, or distance between the
fore and after perpendiculars, which is, as: given: in the table of dimensions, 182 feet. Draw,
therefore, a straight line on the paper, representing the upper edge of the rabbet of the keel,
taking care to let it be at a sufficient distance from the lower edge of the paper to admit of the
scale and the half breadth plan beneath, Erect the perpendicular, named the foremost perpen-
Cuap. III.) | OF ‘THE SHEER: DRAUGHT. 243
dicular, on that end to the right, (allowing sufficient space on the paper for the projection of
the head and rails) ; thence set. off 182 feet, the length of the gundeck, and there erect the after
perpendicular, Then draw the scale of feet and inches, numbering it as marked on the Sheer
Draught.
The stem now may be formed ; in order to which, the centre for sweeping the stem, taken from
folio II. of the dimensions, must be set off thus: fix one leg of the compasses in that centre, and the
other.in the line for the upper edge of the rabbet of the keel; thence describe a segment of a
circle upwards towards the foremost perpendicular, and then, from the same centre, describe
another circle beyond the former, as much as the stem is moulded. Another circle must now
be drawn, from the same centre, before the inside of the stem to, and parallel with, the thick-
ness of the bottom plank. Then set up the height of the head of the stem from the dimensions,
and its distance before the foremost perpendicular; make a spot, and abaft that set off the mould-
ing of the stem, and there make another spot ; from the last mentioned spot let a curve line pass
downwards, breaking fair into the sweep of the stem by which the aftside of the stem is drawn ;
then, by letting another curve line pass from the foremost spot at the head of the stem down-
wards, parallel to the aftside, breaking in fair with the outer circle, the whole stem will be
formed, excepting the after or lower. end, which cannot be determined upon till hereafter.
_ The stern-post may next be drawn, thus; set up from the dimensions, above the upper edge
of the rabbet of the keel, the height of the wing transom at the after perpendicular ; there draw
a horizontal line, and then draw another line parallel with and below it, to the margin or lower
side of the tuck rail,-upon which set off a. spot for the aft part of the rabbet of the post, taken
from the dimensions, and thence another spot may be taken. Set off upon the upper edge of the
keel, a line drawn to intersect those spots ; which will represent the aftside of the rabbet, then,
a parallel line drawn before that, to the thickness of the bottom plank, will intersect the after
perpendicular. at the height of the lower deck; and, where this foreside of the rabbet intersects
the horizontal line is the aftside of the wing transom. From the aftside of the rabbet, on the
horizontal line, set aft the distance of the aftside of the stern-post, and likewise set aft the
distance of the aftside of the stern-post from the rabbet on the upper edge of the keel, both
taken from the dimensions; then, a. straight line drawn to intersect those spots will shew the
aftside of the stern post. Thus will the stern post be described for the present, as the head will
not be determined till hereafter.
Next proceed to set aft the distance of dead-flat from the foremost perpendicular; and, at
that place, erect.a third perpendicular, which is distinguished by the character © ; the broadest
and fullest part of the ship, and termed the midship bend. From dead-flat the stations of all
the timbers,must be set off; but it will be only necessary to erect a perpendicular at every
frame timber, (omitting the fillings,) which are in the fore body called dead-flat, B,D,F, &c. and
in the after body (3), (5), 2, 4, &c. and the distance between the frame perpendiculars will thus
be double the reom and space given in the dimensions,
Then proceed to set up the heights ; all of which must be done from the line representing
‘the upper edge of the rabbet of the keel. First set up the heights of the lower deck at the
three perpendiculars, afore, in midships, (or at dead-tlat,).and abaft ; then, by moulds which
244 OF THE CONSTRUCTION” [Boox II.
are portions of circles, (termed sweeps,) or a bow, draw a curve line through these three heights,
and the upperside of the gun-deck will be formed. Now, setting off the thickness of the gun-
deck plank below the curve last drawn, let another line be drawn parallel thereto,, and the gun-
deck will be described as at the middle line in the sheer-plan.
Next proceed to draw the upper deck in; set up three heights between the gun ‘aia upper
deck, (afore, amidships, and abaft,) taken from the dimensions, through which heights draw a
curve; then set up the thickness of the deck, and draw another curve, parallel to the fortners
the upper deck will then be represented at the middle line of the sheer-plan.
The stern-timbers should next be drawn. Set up the height of the lower counter at the mid-
die line, from the upper edge of the rabbet of the keel, and draw an horizontal line in pencil ;
on this horizontal line set aft the distance which the knuckle of the lower counter is abaft the
after perpendicular, taken from the dimensions; then make a spot, from which spot, to where
the fore-part of the rabbet of the stern-post intersects the line drawn for the upperside of the
wing-transom, draw a curve to the hollow of the lower counter; which curve will represent the
lower counter at the middle line.
Then set up the height of the upper counter, at the middle line, from the upper edge of the
rabbet of the keel, and draw an horizontal line as before; thereon set aft the distance which
the knuckle of the upper counter is abaft the after perpendicular; then, drawing a curve thence
to the knuckle of the lower counter, the upper counter will likewise be shai at the middle
line. |
Having the upper and lower'counters drawn at the middle line; the Pig part of the stern-
timber above the counters must be drawn as follows: \
Set up, above the upper edge of the rabbet of the keel, the height of the upper part of the
taffarel, from the dimensions; there draw an horizontal line ; and set aft thereon the distance
of the stern-timber from the after perpendicular; make a spot, and then, drawing a straight line
from the knuckle of the upper counter, to pass through the said spot, the upper part of the
stern-timber will be drawn, by which the rake of the stern will be described. |
As the stern rounds two ways, both up and aft, (or forward from the timber already diawn,)
the stern-timber at the side will consequently alter from that at the middle line, and therefore
remains to be represented. Take, from the dimensions, how much the upper counter rounds up,
and set it below its respective knuckle at the middle, drawing a-horizontal line in pencil; then
take how much it rounds aft, and set it forward from the knuckle on the horizontal line first
drawn; square it down to the line last drawn, in pencil, and where it intersects make a spot,
which will be the knuckle of the upper counter at the side. ‘Then proceeding, in like manner,
with the lower counter, the knuckle for the lower counter at the side will be produced ; and, by
drawing a curve from the knuckles at the side, (similar to the curve or hollow at ‘the middle line,)
the upper counter at the side will be also formed.
To draw the lower counter at the side.—Take the round-up of the wing-transom, ‘ula
dimensions, and set it. off below the horizontal line before drawn for the height of the wing-
transom ; and there draw another horizontal line in pencil. Now, take the round-aft of the wing-
transom ; set it forward, on the upper line, from the aftside of the wing-transom ; then squaring
Cuap. IIT.] OF THE SHEER-DRAUGHT. QA5
it down to the lower line, the intersection will be the touch of the wing-transom at the side.
Again, by drawing a curve, (similar to the curve or hollow at the middle line,) from the knuckle
of the lower counter at the side to the touch of the wing-transom, the form of the lower counter
at the side will be formed.
The upper part of the side stern-timber only now remains to be drawn to complete it. But,
as a straight line, which must be drawn for the upper part of the side-timber, should not be
parallel to that at the middlc line, the following method will determine the exact rake thereof.
Draw a straight line, at pleasure, on which set off the breadth of the stern at the upper
counter; then, at the middle of that breadth set off the round-aft of the upper counter ;
draw a curve or portion of a circle that shall intersect the spot set off at the middle and
the spots at the breadth, and the round-aft of the stern will be described at any part of its
‘breadth above the upper counter: thus, take the breadth of the stern at the top-timber line,
from the dimensions, and set it off equally on each side the middle to where it shall intersect
the round-aft ; thence draw a line, parallel to that first drawn, and the distance between the
line last drawn to the curve at the middle, is the distance that the side-timber will be from the
middle-timber, on a horizontal line, at the height of the top-timber line*.
The rake of the stern-timbers being determined, proceed to finish the decks, by drawing in.
the quarter- ‘deck and forecastle; which may be done by taking their respective heights and
lengths from the dimensions, and drawing their curves. In the same manner may the round-
_ house deck be drawn.
All the decks having been drawn in, representing their heights at the middle, we must now
proceed to draw their heights at the side. To do which correctly, take the round-up: of the
beam of its respective deck from the table of dimensions, and set it up in the middle of a line
drawn at pleasure: then, on each side of the middle. of this line, set off the half-breadth at dead-
flat, or the broadest place, taken at the height of the deck. Then raise an arc}, that shall
intersect the round-up set off at the middle, with the spots at the breadth, and the round-up of
the deck will be described at any part of its breadth. Thus, take the half-breadth at the height:
of the deck at any timber, in the body plan, and set it off equally’ from the middle of the
round-up till it intersects the curve ; whence draw a line parallel to that first drawn, and the
distance between the line last drawn to the round-up curve in the middle, is what the beam
rounds at that place. ‘Thus may the round-up be taken at as many timbers as may be found
necessary, and set below the underside of the deck at its respective timber. in the sheer plan ;
then, a curve line passing through those spots will represent the deck at the side: but observe,
that the decks are to haye a sufficient round abaft, to corr Fahone with the round-up of the stern
above the lights. |
The sheer or top-timber line may now be drawn ; which is done, by taking its heights from: ’
the table of the dimensions of bodies, and setting them up in the sheer plan at its respective
timbers: then, by drawing a curve through those spots, the sheer of the ship or top-timber line:
will be represented.
* This may be seen most clearly represented on Plate 38,
+ See the manner of constructing an arc, under the article Ancu, inthe explanation of terms, Chapter I. Book I,
246. OF THE CONSTRUCTION . [Boox II.
The ports may next be drawn, thus: draw two curves, in pencil, fore and aft, for the lower
and upper parts of the lower-deck ports, by taking from the table of dimensions their depths
and heights from the deck ; drawing the two curves parallel to the deck at the side, and obsery-
ing to add the thickness of the deck; as the line for the deck at the side represents the under-
side of the deck, or upperside of the beam.
The fore sides and aft sides of the ports may next be squared up between the two lines Jast
drawn; placing the foremost port and after port agreeably to the distance given in the dimen-
sions, as also the intermediate ones.
In the same manner may the upper-deck ports be drawn; observing to place them agreeably
to the dimensions: those on the quarter-deck and forecastle must be placed where there is a
vacancy between the dead-eyes to admit of them, observing to place them as nearly as possible
at equal distances.
The round-house deck being drawn, let a line be drawn parallel to the top-timber line, that
shall touch the round-house deck at the side, at the fore part, and continue thence quite aft :
above which, set up the thickness of the planksheer, and draw another line parallel to the for-
mer; so will the extreme height of the topside be described abaft ; which height continues to
range fair along to the fore end of the round-house, where it finishes with:an inverted scroll upon
the planksheer, that completes the height of the side along the fore part of the quarter-deck,
which is, in the eighty-gun ship, four feet four inches above the top-timber line and parallel
thereto. The planksheer turns off with a round, abreast the main-mast, to unite with the plank-
sheer at the main drift, which is three feet three inches above, and parallel to, the top-timber
line, and turns off with an inverted scroll upon the drift-rail at the gangway.
The drift-rail may now be drawn, it being eleven inches below the underside of the plank-
sheer at the main drift, and finishes with a scroll upon the sheer rail at the gangway; then rises
with a scroll abreast the main-mast, where it is kept to the same distance below the planksheer,
and thence continued parallel to the top-timber line quite aft. These lines being drawn, they
represent the upper edges of the rails which are put on to embellish that part of the ship.
We may next proceed to the fore part of the ship, in order to delineate the height of the
topside there. Let the break be at the after-end of the forecastle, and turned off with a scroll,
as at the fore part of the quarter-deck, drawing the lines of the fore drift-rail and planksheer to
the heights given above the top-timber line in the dimensions, and parallel thereto. |
The upper part of the ship bemg thus far complete, we have ai one view the utmost extent
of the sheer, as seen on a plane.
It now remains to represent the finishing parts, as the wales, stern, head, rails, &c.
Proceed to take the heights and breadth of the main-wale afore, amidships, and abaft, from
the table of dimensions, and draw in their curves, by which the main-wale will be represented.
Next draw in the channel-wale, taking its heights and breadth from the table of dimensions ;
then draw curves through the spots as with the main-wale, and they will be represented.
The waist-rail may be next drawn. Its distance below the top-timber line may be ene from
the table of dimensions, and kept pa thereto, all fore and aft.
Cuap. IT.) OF THE SHEER-DRAUGHT. : Q4a7
Now, from the Table of Bodies, set up the lower and upper heights of breadth, upon their
- corresponding timbers in the sheer plan, and draw curves through the'spots so found, which will
represent the lower and upper heights of breadth of the ship.
Then take the draught of water from the table of dimensions, and draw in the load-water
line, which is always done in green ink: draw in, likewise, between that and the upper edge: of
the rabbet of the keel, four or more water lines, at equal distances between.
In the next place, the centres of the masts may be set off on the gun-deck, taken from the
table of dimensions, and the rake of them likewise. The centre of the bowsprit and its stive
may likewise be taken from the dimensions, set off, and the bowsprit drawn in.
The timber-heads may now be drawn in above the planksheer of the forecastle,. and the star-
board knight-head drawn in agreeably to its height, &c.
Now draw in the channels, taking their lengths and thicknesses from the dimensions, placing
their upper edges, next the side, in a line with the upper edge of the sheer-rail. The dead-eyes
may then be drawn, observing to place them in such a manner that the chains may not inter-
fere with the ports. All the preventer plates must be placed on the channel-wales, and’ of such
a length, that the chain and preventer bolt may come on each edge of the channel-wales. It
must also be observed to give each of the chains and preventer plates a proper rake ; that is, to
let them lie in the direction of the shrouds; which may be done in the following manner: draw
a lie upwards for the centre of the mast, upon which set off the length to the lower part of its
head; then, by drawing straight lines from that height, through the centre of each dead-eye,
the direction of each chain will be obtained by the direction of its corresponding line.
In the next place, let us see that the fore channel is long enough to take the anchor-lining
and bill-board for stowing the anchor, thus: get the length of the anchor to the bill, and allow
for the cat-block; then sweep the distance so obtained from the cat-head aft, and the curve that
the bill of the anchor is supposed to make will give the middle of the lining: the aftside from
the channel may be perpendicular, and the fore-part follow the curve made by the anchor. The
bill-board may then be carried upwards from the upperside of the channel to the top of the side.
The anchor lining commences at the upperside of the bolster, which, in the eighty-gun ship,
may be well with the upperside of the channel-wale, and long enough, at the fore-part, for a
man to stand upon.
_ After finishing the dead-eyes and channels, the fenders may be drawn; observing to place:
them right abreast of the main hatchway, for the purpose of preventing the ship’s side
from being hurt by whatever may be hoisted on board. ‘The distance between them may
be governed by the distance between the ports, placing them asunder as the upper and
lower deck ports afford an interval. ‘The chestree must also be placed, for hauling home the
main-tack, half the length of the main-yard before the centre of the main-mast, and drawn in
from the top of the side down to the upper edge of the channel-wales. The fenders may reach
from the top of the side down to the upper edge of the main-wales; and, as the fenders and
chestree come on the outside of the planks, wales, &c, they must be so represented, by not
letting the rails, wales, &c. run through them.
248 OF THE CONSTRUCTION _ [Boox II.
~ Proceed to draw in the steps on the side, which must be placed at the fore part of the main-
drift, or gangway, about three feet ‘in length, six inches asunder, and five inches deep, from the
top of the side down to the load-water line.
Having formed the sheer-plan thus far, we may proceed to the finishing and ornamental sats,
which are the Head and Stern. First draw in the Head, by first setting up the height of the
beak-head, which should be of the same height as the upperside of the port sills, or lower sides
of the ports above the deck; at which height draw an horizontal line; upon this line set aft the
length of the beak-head abaft the fore part.of the stem, as in the dimensions; thence square up
a line to the forecastle, which line will represent the fore part of the beak-head, and: will like-
wise determine the foremost end of the forecastle. The length of the head may now: be set off
from the fore part of the stem, as in the dimensions; and there erect a perpendicular, which ~
will be the utmost limits of the figure forward ; then, from the dimensions, take what the figure
is fore and aft, and setting it off abaft the perpendicular last mentioned, another perpendicular
may be erected, which will shew the utmost extent of the hair-bracket forward, or the aft part
of the figure.
In the next place, draw in the cheeks, taking their heights and sidings from the dimensions ;
then draw curves to rise fair with the sheer of the wale, lifting gracefully forward. The lower
side of the lower cheek breaks in fair with the foremost perpendicular of the figure, and’ the
lower side of the upper cheek breaks in fair with the perpendicular at the back of the figure, —
and forms. the fore-side of the hair-bracket*. The upper sides of the cheeks:may now be drawn
in; and, as they taper all their length, may be regularly diminished. Set off from their after
ends (which are squared up from the main half-breadth line) a number of equal divisions, sup-
pose each to be two feet, quite forward to the foremost end, and each division regularly num-
bered ;- then draw a straight line, at. pleasure, upon which set off the same number of equal
divisions. Having done this, set off, at the after end and foremost end, the siding or depth of
the cheek; through the spots which distinguish this draw another straight line; then, at each ~
division, take its tapering, and set it off at its respective division above the line already drawn
on the sheer-plan. A curve drawn through the last-mentioned spots will represent the upper-
sides of the cheeks; observing, that the upperside of the lower cheek stops at a perpendicular
line let fall from the heel of the foremost head-timber. The upperside of the upper cheek runs
in a handsome serpentine line as high as where the shoulder of the figure is supposed to come;
at which place it is turned off with a scroll. See Plan of the-Head, Plate 38. diy is
_ The head of the figure, or block, may be formed, by continuing the line from the breast of
the figure to the top of the hair-bracket, observing to keep the top of it from four to six inches
clear of the underside of the bowsprit. :
Now take the height of the upper side of the main-rail me the dimensions, and proceed to
draw it in; keeping the bag of it as Jevel'as possible, for the convenience of the gratings, and
letting the foremost end rise gradually, accordingly to the rise of the upper cheek and hair-
* The Hair-Bracket extends from the scroll down to the heel of the foremost head-timber.
Cuap, III.) OF THE SHEER-DRAUGHT. 249
bracket. Then, to form the after end, set off the moulding of the head of the rail abaft the
beak-head line, and erect a perpendicular; then draw ina curve from that perpendicular, to
break in fair with the lowerside of the main-rail in the middle, and likewise another from the
beak-head perpendicular, to break in fair with the upperside of the rail at the middle. The
main-rail may then be completely formed, observing the rule given for diminishing the cheeks,
by which the rails and cheeks will appear with a regular taper. Observe to let the head of the
main-rail run up sufficiently high to range with the timber-heads above the forecastle, or higher,
that many turns may be taken by the anchor-stopper.
The head-timbers must next be drawn, placing the stem-timber pelt pendicularly its thick-
ness from the stem, and the foreside of the foremost timber to stand perpendicularly over the
heel of the block or figure; but, if it rakes forward.at the upper part, it will produce lightness
of appearance in the head. From the length of the figure, as taken from the dimensions, a per-
pendicular may be erected, from the lower part of the lower cheek to the lower part of the
upper cheek ; which perpendicular will terminate the foremost end of the lower cheek and lower
end of the hair-bracket, as before observed. The thickness of the stem-timber, and also the
foremost one, may be then drawn in, and the head-timbers between them equally spaced. ‘Then
another timber may be placed abaft the stem, at the same distance abaft the stem-timber as that
between the others, and the lower end of it may step on the upper edge of the lower rail.
The head-timbers being drawn, proceed to draw in the middle and lower rail; which may
be done by dividing the space between the lower part of the main-rail and the upper part of
the upper cheek, equally at every head-timber ; and drawing curves to pass through those spots,
the middle and lower rail may be formed, letting the after end of the lower rail terminate where
it touches the side.
The cat-head may next be drawn, letting it project from the aftside of the head of the main-
rail, to rake forward about four inches in every foot without board, or stand square with the
bow, ‘and to stive upwards about five inches and.a half in a foot ; observing that the lower part
comes on the plank of the deck at the side; and the supporter under it must form. a fair curve,
to break in with the after end of the middle-rail. i
~The hawse-holes in ships of this class come between the cheeks, but their exact. situation in
the sheer-plan cannot be determined on, till we have them represented on the half-breadth plan,
as shewn hereafter.
The knee of the head may now be drawn, letting it project from the breast of the figure
about four inches; thence draw the fore-part of the knee, with an agreeable serpentine line, to
its thickness from the stem about six feet below the load-water line; then, by continuing the
same line downwards, and by drawing it more distant from the stem as it comes down, the
gripe may be formed agreeably to the dimensions, letting the lower part break in fair with the ;
under part of the false-keel. As the aft part of the gripe is terminated by the fore foot, or fore-
inost end of the keel, it may now be drawn in likewise.
! “From the line representing the upper edge of the keel, set down the depth of the keel from
the dimensions, and draw a line parallel to the former, all fore and aft ; which will represent the
lower part of the keel. Then, where the inner sweep of the stem rises above the line for the
Kk
250 OF THE CONSTRUCTION [ Boox II,
upper edge of the keel, as high as the keel is deep, erect a perpendicular from the lower part of
the latter up to the fore-side of the stem, and thence let it be squared from the foreside to the
aftside of the stem; by which the foremost end of the keel will be represented ; and the boxing,
or lower end of the stem, may be drawn, by setting aft the length of the scarph from the fore-
most end of the keel, and dropping a perpendicular there about half the depth of the keel.
Continue thence forward a line parallel to the lower part of the keel for about one-third of the
length of the scarph, where it will meet the foreside of the stem, and complete it.
Then set off below the line representing the lower edge of the keel, the thickness of the false
keel; and, drawing a line fore and aft, parallel to the former, the false keel will be represented ;
the foremost end of which may be three inches afore the foremost end of the main-keel.
Having now explained every thing relative to the head, with respect to the sheer-draught, we
shall proceed to the stern, and make a few observations, which will suflice for the present, as the
stern will be more particularly and fully treated of Kevedttet in the laying it off in the mould-
loft.
The side and middle timbers of the stern being already drawn, set off from the side stern-
timber the length of the lower-gallery rim forward, and then draw a line, in pencil, parallel to .
the side counter-timber, from the knuckle of the second counter upwards, which gives the length
of the lower gallery. ‘Then, to represent the lower-gallery rim, upon the sheer-plan, the perpen-
dicular plan of the stern must be designed, as explained hereafter, and exhibited in Plate 38.
In the manner above described may the lower counter-rail be formed, by setting off the dis-
tance between that and the lower-gallery rim, and there drawing in the rail which comes on the
lower stool, keeping it parallel to the rim-rail. The lower finishing may then be formed beneath
the lower stool-rail, with another stool, and a serpentine line as light and agreeable as possible.
In the next place, set aft, from the side timber, the projection of the balcony, (as given in
the dimensions,) on the end of the quarter-deck, and draw a line, in pencil, parallel to the stern-
timber; then the footspace rail of the balcony, as it appears in the sheer-plan, may be repre-
sented. See Laying-off of the Stern hereafter, and Plaie 38.
Now draw a line, parallel to the rim-rail, in the sheer-plan, till it intersects the lower part of
the footspace rail; and that line will represent the lower edge of the rail that comes on the
middle stool and answers to the footspace rail; then, between this rail and the lower rim may
be drawn in, three lights, or sashes, having a munion between each light, about twelve inches
broad, (or, leaving that opening between each light or sash,) and thus we shall have the lower
gallery finished. |
Again, by setting up the depth of the footspace rail, as directed in laying-off the stern, its’
upper edge will likewise be represented ; also the upper edge of the middle stool-rail, in the
sheer-plan.
In the next place, proceed to draw in the quarter-piece ; the ‘aicck of which must step on the
after end of the middle stool: then set up the height of the upper part of the taffarel, from
the dimensions, and there draw an horizontal line. The thwartship view of the taffarel and
quarter-pieces may be represented in the sheer-plan, as described: hereafter, and exhibited in
Plate 38.
Cnap. III.] OF THE SHEER-DRAUGHT. 251
It is customary, instead of a fair curve for the upper part of the taffrail, to form it with one
or two breaks, with their curves inverted; the student may therefore consult his own fancy in
that respect. .
Set upon the line drawn for the projection of the balcony, the height of the upper part of the
balcony breast-rail, from the dimensions ; and draw it in the sheer-plan as described in the lay-
ing-off of the stern hereafter, and Plate 38. The whole balcony will then be represented.
The upper gallery may now be represented by drawing the upper rim rail, parallel to the
rail below, ranging it aft to the balcony breast-rail: then set off its length forward, from the
dimensions, from the side counter-timber, drawing a line parallel thereto, which will represent
the fore-part of the upper gallery.
The fore-side of the quarter-piece will represent the after-part of it. Now draw in the upper
stool-rail, parallel to the upper rim-rail, at such a height as that the upper stool may not come
below the cove of the quarter-piece. ‘Then may three sashes be drawn in between those two
rails as before, by which the upper gallery will be formed.
The upper finishing should next be drawn; determining on the length, which may be about
eighteen inches shorter than the upper gallery ; drawing a line parallel with the rake of the stern
for the fore end of it. Then ‘let the upper part of the topside be the upper part of the upper
rail, set down below that about three inches for the thickness of the rail, and about nine inches
below that ; and, parallel to it, draw another rail, about three inches and a half thick; from the
fore end of which draw a serpentine line down to the fore end of the upper stool-rail; then will
the upper finishing be completed. |
Every thing relative to the head and stern being now sufficiently described, we may proceed
to the rudder. First, set off its breadth, at the lower part, or heel, from the aftside of the stern-
post, which also represents the fore part of the rudder; then, set off the height of the lower
hance and the breadth at that place, from the dimensions. Next draw a line thence to the
breadth set off at the lower part, by which the aftside of the rudder will be described below the
lower hance; then set up the height of the upper hance, and its breadth in the same manner,
and draw it in, connecting it at the lower hance by a moulding. ‘The back may be drawn,
taking its thickness from the dimensions, and drawing im a line parallel to the aftside of the
rudder, from the lower hance down to the lower end, to that thickness by which the back will
be represented.
The head of the rudder is to run high enough to receive a tiller above the upper deck ; there-
fore, set off the size.of the head, fore and aft, above the upper deck, and draw a line thence
down to the break at the upper hance, by which the aft part of the rudder will be represented
all the way up.- The bearding should be represented by drawing a line from the head of the
stern-post down to the lower end of the rudder, at two-fifths of its thickness from the foreside.
But observe that, although two-fifths of the thickness is found to beard the foreside of the rud-
der no more than is necessary, yet when it is wholly taken from the rudder the upper pintle
wounds it very much; therefore, let the aftside of the stern-post partake of the bearding, and,
by that means, the bearding. on the rudder will be so much the less; and, consequently, much
ts)
252 OF THE CONSTRUCTION OF *THE’SHBER-DRAUGHT. [Boox IL:
less wounded by letting on the upper pintle. In describing of the bearding on the rudder, in
the sheer-plan, the most proper way will be to proceed as follows.
Draw a line at pleasure, (as at the upper side of the wing-transom in the sheer-plan,) from
which set off half the size of the rudder at the wing-transom on each side of it, and: draw lines
parallel to the fore and aft dimension of the rudder; then square up a line at the foreside, and
that will-represent the aftside of the stern-post likewise: set off from the last line, or foreside of
the rudder, two-fifths of the thickness, or what the rudder is athwartships, at that place on each
side ; and at the middle line, on the foreside, the size or diameter of the pintle; and thence
draw a line, on each side, to the spots set off on the side, and you will have the shape of the
bearding of the rudder at that place; then take how much the rudder is athwartships at the
lower end; set it off equally from the middle line and parallel thereto, and we have the shape
of the bearding at the lower end; then, the distance from the foreside of the rudder to where
the bearding intersects the side must be taken at its respective places, and: set off accordingly
abaft the stern-post in the sheer-plan. A line being now drawn to those spots, the bearding —
will be represented exactly as it appears in the sheer-plan ; that is, supposing the stern-post not
bearded. It now remains only to say that, as much as the aftside of the post may be bearded,
so much the less will be the bearding of the rudder from the two-fifths. .
The pintles and braces may next be drawn; first determining on the upper one, which must
be disposed of ‘in such a manner, that the straps shall come round the head of the standard
which fays against the helm-port transom on the gun-deck, and meet at the middle line, “by
which there is a double security both to the brace and to the standard. It must therefore be
placed above the wing-transom to come in that situation. ‘The second brace must be placed
just below the gun-deck, so as to fasten in the middle of the deck transom, and the rest may be
spaced equally between that and the lower one. The lower one may be placed about one foot
above the upper edge of the keel. The number of braces in the table of dimensions for the
eighty-gun ship will be found to be seven, but it may be regulated by the distance between the
second and upper one, letting the distance between the rest be nearly the same.
The length of the braces will be found by setting off the length of the lower one, (which by
the table is eight feet afore the back of the stern-post,) and likewise the length of the third, (which
is four feet six inches afore the back of the stern-post); then, by drawing a line from one to the
other, the lengths of the intermediate ones will be found, as they appear on the sheer-plan.
The length of all the straps of the pintles, which come upon the rudder, may be within four
inches of the aftside of the rudder; and, the rudder being a flat surface, they will all appear of
their true lengths. .
The sheer-plan being thus far drawn, and every part thereof represented, as far as can be done
without the assistance of the body-plan, we shall, in the next section, proceed to draw in the
_ body and half-breadth plans; and, also, describe those parts of the sheer-plan which are not om
represented, on account of their connection with the body and half-breadth plans,
Cuap. IIL] OF THE BODY AND HALF-BREADTH PLANS, &C. Q53
§ 3. OF CONSTRUCTING THE BODY AND HALF-BREADTA PLANS, WITH FURTHER OBSERVATIONS ON
THE SHEER-DRAUGHT.
Tue halfbreadth plan must first be drawn; in order to which, draw:a straight Jine below the
sheer-plan, the whole length of the ship, and parallel to the upper edge of the rabbet of the
keel, observing to keep it of a sufficient distance beneath the keel line, to admit of the main
half-breadth line coming clear of the keel and scale; then, from the upper edge of the keel
square down all the joints of the frames to the line just drawn, which line is the middle line in
the half-breadth plan, and represents the middle line of the ship, passing fore and aft, or length-
wise. ‘Lhe foremost and after perpendiculars should also be squared down to the middle line in
the half-breadth plan.
Now, where the height of breadth lines, in the sheer-plan, intersect the aft part of the rabbet
of the stem, square it down to the middle line in the half-breadth plan; and, likewise, the fore
part of the stem: then take, from the table of dimensions, what the stem is sided at that place,
and set off half of it from the middle line in the half-breadth plan, on the lines so squared down;
then, drawing a line to intersect the lines so squared, the half-breadth of the stem will be repre-
sented in the half-breadth plan: now, with compasses, take the thickness of the plank of the
bottom, which is four inches, and describe the rabbet of the stem in the half-breadth plan.
In the next place, square down to the middle line in the half-breadth plan, where the height
of breadth lines in the sheer-plan intersect the counter-timber at the side; also square down
where they intersect the counter-timber at the middle line; then, when the main half-breadth
line is run, the half-breadth of the counter will be given on the line first squared down. ~ From
the spot to where the line last squared down intersects the middle line, sweep a curve, the cen-
tre of which will be in the middle line, by which the halfbreadth of the counter ee be repre-
sented at the height of breadth, the broadest part of the stern.
Then take the main half-breadth of timber dead-flat from the table of dimensions, and set it
off from the middle line on dead-flat in the half-breadth plan; také also from the dimensions of
bodies the main half-breadth of every timber there expressed, setting them off respectively from
the middle line on their corresponding timbers in the half-breadth plan; then, by letting a curve
line pass from the end of the line representing the half-breadth of the counter, through all the
spots set off on the timbers, to the aft part of the rabbet of the stem, the main half-breadth
line will be represented, by which is shewn a section of the ship lengthwise at the broadest
place, supposed to be at the height, and in the direction, of the height of breadth lines in the
sheer-plan.
Now take, from the dimensions of bodies, the top-timber half-breadth, by which the top-timber
half-breadth line may be described, proceeding in the manner above described for the main half-
breadth line.
Take also from the dimensions of bodies the half-breadth of the rising, and set it off from the
‘middle line on the corresponding timbers in the half-breadth plan, observing where the word
B54, OF CONSTRUCTING THE BODY [Boox If.
outsidé is expressed in the tables, the half-breadth for that timber must be set off below (or out-
side) the middle line; then, by drawing a curve to intersect all the spots set off, the half-breadth
of the rising will be represented in the half-breadth plan.
We may now quit the half-breadth plan for the present, and proceed to the body-plan. Draw
a line at the after end of the sheer-plan, at the same height as the upper edge of the rabbet of
the keel; then erect a perpendicular on that end nearest the sheer-plan, observing to keep it
clear of the stern; from that line set off the main half-breadth of dead-flat, and erect another
perpendicular; at the main half-breadth from that, erect a third perpendicular: the line first
drawn is the base line, the first perpendicular is called the side line of the fore-body, the second
perpendicular the middle line, and the third perpendicular the side line of the after-body ; by
which three lines, and the base line first drawn, we shall be able to construct the body-plan, as
the heights and breadths must be all set off from those lines.
In the next place take, from the table of bodies, the heights of the diagonals up rs middle
line, and set them off from the base line up the middle line; take also, from the table, the dis-
tances of them from the middle line on the base line, and set them off; likewise their heights
up the side line, and set them off also; then draw in the diagonal lines, from the spots set up
the middle line to their corresponding spots on the base and side line.
The diagonals being drawn, we may next proceed to the height of breadth lines; therefore
take, from the sheer-plan, the heights of the lower height of breadth line in the MF and
set them off up the middle line in the body-plan, and likewise up the side line of the after-body ;
then, at every one of the heights set off, draw an horizontal line in pencil from the side to the
middle line.
Now take off the upper height of breadth line, and proceed: in the same manner as described
for the lower height of breadth line.
The rising must next be set off on the body-plan; in order to which we must first describe it
in the sheer-plan, by taking the heights from the table of bodies, and setting them off above
the upper edge of the rabbet on their corresponding timbers in the sheer-plan; then, by draw-
ing a curve to pass through the heights set off, the rising line will be described in the sheer-
plan: next take, from the table, the rising height of dead-flat, and set it off in the body-plan,
drawing an.horizontal line; again, take all the rising heights from the sheer-plan; set them off
in the body: plan, above the line drawn for the rising height of dead-flat*, and draw horizontal
lines at the said heights: take from the half-breadth plan the half-breadths of the rising, and set
them off from the middle line in the body-plan, on their corresponding heights, which will give
the centres of the floor sweeps for their corresponding timbers.
Now -take, from the half-breadth plan, the main half-breadth line; and set it off from the mid-
dle line in the body-plan, on the corresponding lines already drawn for the lower height of
breadth; then, from where they intersect the lines of their respective heights, set off the lengths
of their respective lower-breadth sweeps.
* In the sheer-draught of the eighty-gun ship this height is represented by the upper edge of the rabbet of the
keel, otherwise it would interfere with the upper works. In other ships, it may, of course, be varied according to
the figure of the body.
Cuapr. III. | AND HALF-BREADTH PLANS. ° 255
Again take, from the table of bodies, the distance of each timber from the middle line on the
diagonals, and set them off from the middle line on their respective diagonal lines, making spots
at the different distances; then, having those spots set off, the lower-breadth sweeps described,
and likewise the floor sweeps, the shape of the timbers below the breadth may now be described,
as follows :
First, describe the midship-timber, or dead-flat, placing one leg of the compasses in the dis-
tance set off for the length of the lower-breadth sweep, and extend the other to the spot which
terminates the breadth in the side line; thence describe a circle downwards, which will intersect
the spots set off on the upper diagonal lines, letting it pass as low as convenient ; now fix one
leg of the compasses in the centre of the floor-sweep; and the other in the spot set off on the
diagonal next to the floor-head, and describe a circle, letting it intersect as many of the spots
on the diagonals as it will; then, draw a curve passing from the back of the lower-breadth
sweep, through the spots on the diagonals, down to the back of the floor-sweep; and, from. the
back of the floor-sweep, let another pass. through the spots on the lower diagonals to intersect
the upper part of the rabbet of the keel; the midship-timber will then be formed below the
breadth; and, by proceeding in the same manner with the rest of the timbers, they may all be
‘formed were the lower height of breadth.
Now proceed to form the timbers above the lower height of breadth, where the timbers already
drawn intersect the lower height of breadth lines; square them up to their corresponding upper
height of breadth lines, and thence set off the length of the upper-breadth sweeps; then fix one
leg of the compasses in the spots set off for the upper-breadth sweeps, and the other leg in the
line squared up; whence describe a circle upwards: then, from the sheer-plan, take off the
heights of the top-timber line, and set them off in the body-plan, drawing horizontal lines, on
which set: off the top-timber half-breadths, taken from their corresponding timbers in. the half-
breadth plan.
Next, by drawing curves passing from the back of the iaheiebacasich sweeps so as to inter-
sect the toptimber half-breadths, the timbers will be formed: from the keel to the top of the side.
The upper end of the timbers will be determined by taking the heights of the upper part of the
topside above the top-timber line, and setting them off above the top-timber line on their cor-
responding timbers in the body-plan. ‘The lower part of the timbers are ended at the rabbet of
the keel, which must be described-in the following manner :
Having the keel drawn in the body-plan, by setting off from mae side of the middle line
half its siding, and its depth below the upper edge of the rabbet, set the compasses to the thick-
ness of the bottom, which is four inches; fix one leg where the line for the thickness of the keel
intersects the base line; and, with the other, describe the arch of a circle to intersect the keel
line and the base; then, fix one leg where the arch already described intersects the side of the
keel, and, with the other, describe an arch from where the keel intersects the base, till it inter-
sects the other arch ; then, from the intersection of both arcs, draw a straight line to the inter-
section of the keel and base line, and another line to the intersection of the lower arch with the
side of the keel, by which the rabbet of the keel will then be described in midships; therefore,
all thé timbers in the midship part of the ship, which have no rising, terminate where the upper
256 OF CONSTRUCTING THE BODY [Boox II.
edge of the rabbet intersects the base line; but, when the timbers begin to rise, the lower part
of them will end in the centre of the rabbet, that is, where the two arcs intersect each other.
Those timbers which come near the after end of the keel, must be ended by setting off the
half breadth of the heel at the post, in the half breadth plan, and describing the tapering of the
keel; then, at the corresponding timbers, take off the half breadth of the keel, and set it off in
the body plan; then proceed as before to describe the rabbet, letting every timber end where
the two arcs for its respective rabbet intersect.
The timbers being now formed and ended, proceed to draw in the side counter, or stern timber ;
take the height of the wing transom, lower counter, upper counter, and top-timber line, at the
side, from the sheer plan, and transfer them to the body plan, drawing horizontal lines at
those heights ; draw in likewise two horizontal lines spaced equally between the wing transom
and lower counter, and one spaced equally between the upper counter and the top-timber line
in the sheer plan, and transfer them to the body plan.
Then, where the aftside of the stern timber at the side intersects the wing transom at the side,
in the sheer plan, square it down to the middle line in the half-breadth plan ; square down also
the knuckle or touch of the upper and lower counter, and likewise where the stern timber in-
tersects the two horizontal lines drawn between; and, where the stern timber intersects the
horizontal line between the upper counter and top-timber line; then, having those lines squared
cemett
down to the half breadth plan, you must proceed to form curves in the half breadth plan for »
the shape of the body at every one of those heights.
In order to which, begin with the horizontal line representing the height of the wing transom
in the body plan, lay astrip of paper to that line, and mark on it the middle line, and likewise
the timbers, 38, 36, 34, and 32, transfer it to the half breadth plan, fittmg the spot marked off —
on the paper, for the middle line, well with the middle line of the half breadth plan; and, set-
ting off the half breadths on their corresponding timbers, 38, 36, 34, and 32; then draw a fair
curve to pass through the spots set off, and to intersect the line squared down from the sheer
plan. Then proceed, in the same manner, with the horizontal lines at the height of the counters,
between the lower counter and wing transom, above the upper counter and top-timber line ;
and, from where the curve so drawn in the half breadth plan intersects the lines that were squared
down from the sheer plan, take the distance to the middle line, and set it off on their correspond- —
ing lines in the body plan; now, by drawing a curve to pass through the several spots so set off,
the stern timber will be described in the body plan *.
The round up of the wing transom upper and lower counter, may now be taken off from the
sheer draught, and set off at the middle line above their respective horizontal lines in the body
plan, by which their arcs or round-up may be drawn in. The round-aft of the wing transom
may also be taken from the sheer plan, and set off at the middle line, abaft the line squared
down for the wing transom in the half breadth plan, by which the arc or round-aft of the ie
transom will be described.
* These lines are to be drawn only in pencil, and rubbed out when the side counter timber is formed. Consequently
they do not appear on our Sheer-draught; because, if kept in, they would have confused the draught. But they are
all accurately represented in plate 34, containing the laying-off of the side stern timber.
Cuap. IIT.) AND HALF-BREADTH PLANS. P 257
The after body being now completely formed, proceed to the formation of the fore-body
in the same manner, The particulars which differ from the former, may be described as
follow :
The heeling of the foremost timbers must ti considered, as the ending of them is on the
stem, and consequently differs from those in the after body ; draw a line in the body plan
distant from the middle line half of what the stem is sided. Then, take the height in the sheer
plan where the timber (which is required to be ended) intersects the lower part of the rabbet of
the stem, and set it off on the line before drawn in the body plan, there making a spot ; then,
with compasses, take the distance in the sheer plan from where the timber intersects the lower
part. of the rabbet of the stem, to the intersection of it with the upper part, and fix one leg of
the compasses in the spot already made in the body plan, and, with the other, describe a circle,
keeping the compasses at the said distance ; and the timbers may then pass over the back of the
circle so described; then, by applying a small square to the timber, and letting the back of it
intersect the spot set off for the Jower-part of the rabbet, the lower part of the rabbet will be
described, and likewise the ending of the timbers.
_ The foremost timbers should also be. considered at the head, as they also differ very much in
that part from those of the after body ; because, in consequence of the ship’s carrying her breadth
so far forward at the top-timber line, (bemg nearly as broad forward as in midships,) it occasions
, the foremost frames to fall out at the head beyond the main breadth, from which they are called
knuckle timbers. To describe them, proceed as follows :
The height of the top-timber line being set off in the body plan, set off upon it the top half
breadth taken from the half breadth plan; and, at that place, draw a perpendicular line; then,
from the sheer plan, take the height of the top of the side, and set it off on the perpendicular
line in the body plan; likewise take the breadth of the rail at the top-timber line, in the sheer
plan, and set it off below the top-timber line, at the perpendicular line in the body plan, by
which will be determined the straight part of the knuckle timber to be drawn ; then, from the
last mentioned spot, let a curve pass through the spots set off for the timber, down to the upper
breadth, and the whole knuckle timber will then be formed, by which it will be seen that those
timbers forward will fall out beyond the main breadth with a hollow, contrary to the rest of the
top-side which falls within the main breadth with a hollow.
The after and fore body being now completely formed, we may pnoesed to draw the water
lines on the body plan, from which they must be described on the half breadth plan, in order
to prove the fairness of the bodies.
_ In this draught the water lines are all represented parallel to the keel; their heights, therefore,
may be taken from the sheer plan, and transferred to the body plan, drawing horizontal lines,
by which the water lines on the body plan will be represented as marked wat. 1, wat. 2, &c. ;
but, in ships that draw more water abaft than afore, the water lines will, consequently, not be
parallel to the keel; the heights must then be taken at every timber in the sheer plan, and_ set
off on their corresponding timbers in the body plan; and, drawing curves to pass through the dif-
ferent spots, the water lines will be thereby represented in the body plan.
_ Now, take the distances from the middle line to where the water lines intersect the different
L!
958 OF CONSTRUCTING THE BODY [Boox II.
timbers in the body plan, and set them off from the middle line on their corresponding timbers
im. the half breadth plan, where the water lines in the sheer plan intersect the fore part of the
rabbet of the stern post, square them down to the half breadth plan, and upon the lines so
squared down, set off the half thickness of the stern post at its corresponding water line, (which
may be taken from the body plan, by setting off half the size of the post at the head and the
heel from the middle line ; and, drawing a line for the tapering of it, where the line so drawn
intersects the water lines, will be the half thickness required ;) then set the compasses to the
thickness of the plank, and fix one leg where the half thickness of the post intersects the line
squared down ; and, with the other, describe an arc, from the back of which the water lines
may pass through their respective spots, and end at the fore part of the half breadth plan, pro-
ceeding in the same manner as with the after part.
The aft part of the rabbet of the post may be squared down from the water line to the spot
set off for the half thickness of the post, by which the rabbet will be represented; and, in the
same manner may the water lines be ended at the rabbet of the stem. The water lines being
all described, we shall now be able to see if the body is fair, and whether the timbers require
any alteration ; if they should, it must be complied with.
The cant timbers of the after body may next be described in the half breadth plan, in order
to which we must first determine on the cant of the fashion piece ; therefore, haying the round-
aft of the wing transom represented in the half breadth plan, and likewise the shape of a ho-
rizontal line at the height of the wing transom, set off the breadth of the wing transom at the
end, which is one foot four inches, and there make a spot on the horizontal line, which is the
place where the head of the fashion-piece will come; then, to determine on the cant of it, we
must consult the shape of the body, because it must be canted in such a manner as to preserve
as great a straightness as is possible for the shape of the timber, by which the latter will be
much stronger than if very crooked, for, if very crooked, it would be much cut against the
grain; we must also consider the cant, so as to give the timber as little bevelling as possible,
by which considerations, the conversion will be very much assisted.
Therefore, let the heel of the timber be set off on the middle line about two feet afore timiset
36; and, drawing a straight line thence to the spot set off on the horizontal line for the wing
transom, the cant of the fashion-piece will be described, and will be found steamatotel in the best
manner possible to answer the before-mentioned purposes. |
The cant of the fashion-piece being represented, we may now easily detern mine on the cant
of the other timbers ; let timber 29 be the foremost cant timber in the after body, and draw in
timber 28 in pencil; then observe how many timbers there are to come in between 28 and the
fashion-piece, which you will find to be ten in number, viz. 29, 30, 31, 32, 33, 34, 35, 36, 37,
and 38 ; then, with compasses, divide the distance between timber 28 and the fashion-piece on
the middle line, into eleven divisions; proceed then to do the same on the main half breadth
line; and, by drawing straight lines from the divisions on the half breadth line to their corre-
sponding divisions at the middle line, the cant timbers of the after body will be represented.
The line drawn for the cant of the fashion-piece represents the aftside of it, which comes to
the end of the transoms ; but, in order to help the conversion with regard to the lower transoms,
Cuapr. III.) AND HALF-BREADTH PLANS. <2 259
there may be two more fashion-pieces abaft the former; therefore, the foremost fashion-piece, or
that which is already described in the half breadth plan, only take the ends of the three upper
transoms, which are_ the wing, filling, and deck transoms ; the middle fashion-piece takes the
four next, and the after fashion-piece the lower ones ; therefore, set off in the half breadth plan,
the siding of the middle and after fashion-piece, which may be thirteen inches each; then, by
drawing of lines, parallel to the foremost fashion-piece, at the aforesaid distance from each other,
the middle and after fashion-piece will be represented in the half breadth plan.
The fashion pieces and transoms yet remain to be represented in the sheer plan ; in order to
which, determine on the number of transoms required ; these, for so large a buttock, may
be seven in number below the deck transom. Draw them in pencil, beginning with the wing,
the upper side of which is represented by a horizontal line at its height ; set off its siding below
that, and draw a horizontal line for the lower edge.
The filling transom follows, which is merely for the purpose of filling the vacancy between
the under edge of the wing transom and upper part of the deck plank ; therefore it may be re-
presented by drawing of two horizontal lines for the upper and lower edges, leaving about two
inches between the upper edge and lower edge of the wing transom, and four inches between
the lower edge and the gun deck plank. ‘The deck transom must be regulated by the gun
deck, letting the under side of the gun deck plank represent the upper side of it, and setting off
-its siding below that, the under edge may be drawn in also; the transoms below the deck may
all be sided equally, which may be eleven inches; they must also have a sufficient distance
between them for the circulation of air to preserve them, as those timbers are more difficult to
shift than any others in the ship; therefore, set them off so to have about three inches distance
between each; and, by drawing horizontal lines at their different heights, they will be re-
presented.
The transoms being now drawn in pencil, we must proceed to find the length of them as
they appear in the sheer plan, in order to draw them in ink; we must, therefore, describe the
thwartship appearance of the fashion-pieces as they appear in the sheer plan, by which the length
of -he transom will be determined.
The foremost fashion-piece may be first described, as that reaches above the upper transoms ;
in order to which, draw in the sheer plan a sufficient number of horizontal lines ; or, as the
water lines are horizontal they will suffice, only by drawing one horizontal line between the
upper water line and the wing transom, and one above the wing transom at the height you
intend the head of the fashion-piece should run, which may be from three to five feet ; then
take the heights of those two horizontal lines and transfer them to the body plan; and then run
them in the half breadth plan, in the same manner as the water lines; then, where the line
drawn for the cant of the fashion-piece in the half breadth plan intersects the horizontal line for
the head of the fashion-piece, square it up to the said horizontal line in the sheer plan, making
a spot; square up, also, the intersection of the cant line with the horizontal line for the wing
transom in the half breadth plan, to the corresponding line at the wing transom in the sheer
plan; then, square up where the cant line in the half breadth plan intersects the horizontal
Ine below the wing transom; and, also, the water lines, to their corresponding lines in the
260 OF CONSTRUCTING THE BODY [Boox IL.
sheer plan. - Now, by drawing a curve to pass through the several spots to set ‘off, the thwart-
ship view of the foremost fashion-piece will be described, as it appears when seen in the sheer
plan; in the same manner may the middle and after fashion- -pieces be described, observing to
let the middle one run up no higher than the under part of the deck transom, and the after to
the under side of the fourth transom under the deck ; the transoms may now be drawn in ink as
their lengths are limited by the lines for the fashion-pieces. _ |
The stern post may now be completed, as the fore side of it has not yet been drawn in, nor
the head of it determined. ‘Take, from the dimensions, how much the stern post is fore and
aft at the keel, and set it off on the upper edge of the keel, from the line representing the aft
side, making a spot; then the head of the post must be determined, which must run high
enough to admit of the helm port transom and the tiller coming between it and the upper deck
beams ; reserving about three inches from the underside of the tiller to the helm port transom,
and two inches between the upper side of the tiller and under side of the deck beams.° The
head of tlie stern post, therefore, will be two feet nine inches above the wing transom. Draw a
horizontal line for the head at that height, and set on it the size of the stern-post at the place
taken from the dimensions; then, drawing a straight line thence down to the spot set off on
the keel, (observing not to draw the line through the transoms, as it will only appear between
them) the fore side of the stern post will be described, and the stern post completed.
The inner post may be drawn by setting off its dimension fore and aft from the stern post,
and drawing a straight line as before, continuing it no higher than the under side of the deck
transom.
The cant timbers of the after body being described, and every part also which depended on
them, we may now proceed to the cant timbers of the fore body; in order to which, we must
first determine on the foremost and aftermost cant timber, and likewise on the cant of the fore-
most one; therefore, under the considerations explained with respect to the after body, the
foremost cant timber will extend as far forward as to be named Y. The cant on the middle line
may be one foot six inches abaft square timber U ; and, on the main half breadth will line with
X, in which situation the line may be drawn for the cant ; the aftermost may be timber P. -All
may now be drawn in, proceeding as before described for those of the after body, which is spac-:
ing them all equally between the cant timber Y, and the square timber O, both on the main
half breadth and middle line ; and, drawing lines from the spots on the main half breadth line
to their corresponding spots on the middle line ; observing to let them run out to the wpa
half breadth line, where it comes without side the main half breadth line.
The hawse pieces must next be considered in the half breadth plan, the sides of which may
be parallel with the middle line. ‘Take the siding of the apron, from the dimensions, which may
be about four inches- more than the stem, (unless the rabbet be in the middle of the stem, then
the siding of the apron can be no more than the stem ;) set off one-half of it parallel from the
‘middle line, drawing a line from the main half breadth to the foremost cant timber, which will ~
represent the foremost edge of the knight head ; frofn ‘that set off the siding of the knight head,
from the dimensions, and draw in the aftside ph it: the hawse pieces, which are four in number,
may then be drawn, by setting off their sidings, from the dimensions, parallel to the kniglit head,
Cuae. OF.) AND HALF BREADTH PLANS. 261
and from each other; then, by drawing straight lines from the main half breadth line to the
foremost cant timber, they will be represented.
In the next place, describe the hawse holes, which should be placed in such a manner as to
wound the hawse pieces as little as possible ; they may therefore be placed so that the joint of
the hawse pieces shall be in the centre of the holes, by which they will only cut half the hawse
pieces ; whereas, were they placed between the joints, they would cut off the hawse pieces.
Take from the dimensions the size of the hawse holes, and set off the foremost one, or that
next to the middle line on the joint between the first and second hawse piece, then set off the
other on the joint between the third and fourth hawse piece, and, by drawing lines across the
‘main half breadth line at their respective places, they will be represented in the half breadth
plan. Or, to avoid wounding the hawse pieces, have middle. pieces sided six inches less than the :
holes ; then, by cutting three inches on the sides of the hawse piece between the holes, those
hawse pieces, being sided more, are wounded proportionably, but little.
The hawse holes should now be represented in the sheer plan; in order to which, determine on
their place there; in the eighty-gun ship they are placed between the cheeks; therefore set off
‘their diameter between the cheeks ; therefore set off their diameter between the cheeks, leaving
sufficient substance for the bolster ; and, drawing lines parallel to the cheeks for their upper and
lower part ; then, to determine on their situation agreeably to the half breadth plan, set off the
| thickness of the inside and outside plank, the fore and aft way ; we must then square up, from
-the half breadth plan, where they intersect the inside and outside plank at the main. half breadth
line, to the lines drawn between the cheeks, in the sheer plan; which will give the true situation
the fore and aft way ; then, by drawing them circular, agreeably to the spots set off, they will
be represented as they appear ticked in the sheer plan,
The apron may be drawn in the sheer plan, setting off its ‘size fore and aft from the stem,
letting it come down so as to scarph about two feet higher than the foremost end of the fore
. foot, by which it will give shift to the scarphs of the stem, and so continued up to the head of
the stem.
The cutting down should next be drawn; therefore take, from the table of bodies, the dif-
ferent heights there expressed, and set them off from the upper edge of the rabbet of the keel
on their corresponding timbers in the sheer plan ; then, by drawing a curve to pass through the
spots set off from the inner post aft to the apron forward, the cutting down line will be repre-
sented. .
To describe the limber-strake, draw a line parallel to its thickness, as in the dimensions,
above the line representing the cutting down, which is eight inches. Thus will the limber-strake
_ be described, from which the depth in the hold is always measured.
It here becomes requisite to observe that the limber-strake, keelson, dead-wood knee, and
stemson, are not represented in the sheer draught, as they would interfere too much with the
other lines in that plan. But they may be seen very clearly represented in the draught of the
Inboard Works, plate 4.
Proceed now to draw in the keelson, by taking the depth of it from the dimensions, which is
_ one foot seven inches, and setting it off above the cutting down line; then, by drawing a line
parallel to the cutting down, the keelson will be described.
262 OF CONSTRUCTING THE BODY (Boox I.
The cutting down line being described, we are now enabled to represent the knee of the dead
wood abaft timber 28, being the after floor timber: set off the siding of the floor abaft it, and
erect a perpendicular line in the sheer plan, which will terminate the foremost end of the after
dead wood ; then, the fore and aft arm of the knee may be half the length of the whole déad
wood, and the up and down arm reach to the under part of the lower transom. The whole knee
must be placed in such a manner that the upper piece of dead wood shall bolt over it, and be of
as much substance as the knee itself; therefore, the cutting down line representing the upper
part of the dead-wood, the knee must consequently be placed its whole thickness below that
line.
Next draw in the sternson knee, which fays upon the upper piece of dead-wood and scarphs
with hook and butt, about twelve feet long, into the after piece of the keelson. “The up and
down arm extends up to the upper side of the deck transom also.
The Stemson fays against the Apron and runs up so as to tenon into the under side of the
upper deck hook and the heel, and scarphs into the fore end of the keelson with hook =e ee
three feet long. The dimensions may be found in the table.
The Pian or tHe Heap may be drawn in by continuing forward the middle line of the half
breadth plan. Upon it, square down the foreside and aftside of the figure from the sheer plan ;
and, upon those lines, set off half the siding of the figure from the middle line, as in the table
of dimeusions. |
Then draw the main rail to its half breadth appearance thus: set off the siding of the after
end of the main rail from the outside of the plank at the top-timber half breadth, at the foreside
of the beak-head ; and, also, the siding of the fore-end from the outside of the figure; the fore-
end being squared down from the fore part of the hair bracket in the sheer plan ; observing, how-
ever, to add to the siding the thickness of the lining: then, by drawing straight lines to those
spots, the half breadth plan of the main rail will be described. .
Square down, from the sheer plan, the head timbers where they intersect the under side of —
the main rail to the middle line of the half breadth plan: likewise, square down the fore and aft
sides of the knight-head, and run the half-breadth line at the upper side of the beak-head and
thickness of the outside plank. i |
Square up, from the middle line of the half breadth plan, the head beam, so as to let aft
about two inches upon the stem; and, square up, likewise, the cross-piece at the foremost head
timber, to which the main rail is secured by knees on the aftside.
Parallel to the middle line, draw in half the diameter of the bowsprit ; then draw the fore and
aft carling, rather without the bowsprit, so that the gammoning may lead down clearly.
The flat of the head, which is composed of ledges, may next be drawn, and the boomkins re-
presented thus : Square down, from the sheer plan, the centre of the foremast, at the upper
deck, to the middle line in the half breadth plan ; whence draw out a line forming an angle of
36 degrees with the said middle line ; and, upon it, set off half the length of the fore yard for-
ward ; then square it down to the middle line of the half breadth plan; draw in the boomkins
parallel to the line which forms the angle abovementioned, and they will come nearly over the
middle head-timber, the heels resting against the knight-head; the length may be regulated by
the line squared down from the fore yard arm. 4
Cuap. III.] AND HALF BREADTH PLANS. 263
The seats of ease may now be drawn, Those for the officers are in the round-houses ; those
for the seamen are two on each side afore and abaft the boomkins, and one on each side next
the round-houses. Sometimes, instead of the latter, cisterns are fitted, to wash in occasionally.
The rest of the head is then framed with ledges as before observed.
The sheer draught is now completely formed, and every part thereof represented, as also the
body and half breadth plans, from which the ship may be laid down in the mould loft, and like-
wise the whole frame erected. To complete the draughting, there now remains to draw a profile
of the inboard works, Plans of the Decks, &c.; but, as the use of the diagonal lines in the body
plan has not yet been sufficiently explained, we shall first proceed to treat of them in the next
section.
§ 4. CONTAINING AN EXPLANATION OF THE NATURE AND USE OF THE DIAGONAL LINES IN THE
BODY PLAN.
Tue diagonal lines in the body plan are given in the tables of bodies, merely for the purpose of
forming the body therefrom ; but, after the body is formed, they are of very principal use; as,
at their stations, the ribbands and harpins which keep the body of the ship together whilst in
her frames, are all described, and the heads of the different timbers in the frame likewise de-
termined ; consequently it follows that a particular explanation of them is necessary, as they are
the diagonal lines or ribbands that are used in the laying-off of the ship: We shall therefore
begin with }
The Lowermost, or number 1, which is termed the Lower Diagonal, at which place the
lowest bevellings of the timbers are taken ; its situation is generally in the middle between the
keel and. floor ribband.
The Second Diagonal is placed in the midships, about eighteen inches in small, and two feet
im large ships, below the floor head ; it is the station where the floor ribband is placed in mid-
ships, and likewise the floor harpin forward ; there is also a bevelling taken at this diagonal, all
the way fore and aft, from which it is termed the Floor Ribband.
The Third Diagonal terminates the length of the floors, and is therefore called the diagonal
at the Floor Head; there are likewise bevellings taken at this diagonal to as far forward and aft
as the floor extends. ‘The placing of this diagonal is of the utmost consequence to the strength
of the ship, it being so near to that part of the bilge which takes the ground, that it, conse-
quently, is always liable to the greatest strain. It should therefore be placed as much above
the bearing of the body in midships as can be conveniently allowed by conversion of the timber ;
but, afore and abaft, it is not of so much consequence.
The Fourth Diagonal is placed in the middle between the floor head and fifth diagonal, at
which place a ribband and harpin are stationed for the security of the first or lower futtocks,
from which it is termed the First Futtock Ribband. There are also bevellings taking at this
diagonal all fore and aft, which being part of the body where the timbers most vary, occasion
them to be the greatest bevellings in the whole body.
264 NATURE AND USE OF [Boox II.
The Fifth Diagonal terminates the heads of the first futtocks, and is therefore called the First
Futtock Head; it should be placed at a convenient distance above the floor head, in order to
give sufficient scarph to the lower part of the second futtocks, which is particularly observed in
the tables of dimensions. Bevellings for the timbers are likewise taken at this diagonal all fore
and aft.
The Sixth Diagonal, called the Second Futtock Ribband, should be placed in the middle
between the first futtock head and seventh diagonal, at which place the ribband and harpin are
stationed for the support of the second futtocks. Bevellings are also taken at this diagonal all
fore and aft. |
The seventh Diagonal called the Second Futtock Head, terminates the second futtock heads.
from the fore to the aftermost floors, and afore and abaft them it terminates the double futtock
heads in the fore and after cant bodies ; it should be placed in midships as much above the first
fattock head, as the first futtock is above the floor head, by which it gives the same scarph to
the lower part of the third futtock as the first futtock does to the second: there are bevellings
also taken all fore and aft at this diagonal.
The Eighth Diagonal is the station for the ribband ae harpin which supports the third
futtocks, and is therefore placed between the second futtock head and ninth diagonal ; it is
also a bevelling place, and is termed the Third Futtock Ribband.
The Ninth and last Diagonal, called the Third Futtock Head, is placed at ri same Jistenan
above the second futtock head, as that is above the first, and it terminates all the heads of the |
third futtocks excepting such as come under lower deck ports. The latter must run up to the
under part of the ports, as no short timbers should, by any means, be admitted under the ports,
which require the greatest strength that is possible. This diagonal is a bevelling place for be
heads of the third futtocks.
The fourth futtock heads are terminated by the under part of the upper depk ports all fore
and aft, and a ribband is placed fore and aft a little below the height of the lower sills of the upper
deck ports: Another is placed in like manner, at the lower deck ports, and one at the top-
timber line, which, with the ribbands and harpins before mentioned, keeps the whole sity of —
the ship together, and in its proper form and shape.
It must be observed, that the diagonal lines laid dowu in the table of bodies, will not cor-
respond to what has been said upon the diagonals in this chapter, as they were drawn discre-
tionally upon the body for the purpose of giving the true dimensions of it; the student must.
therefore, when he has his body drawn in fair, rub out the first diagonals (which should only be.
in pencil) and then proceed to draw in the proper diagonals in red ink, strictly adhering to.
what has been said on the subject. ‘a
Cap. II.) THE RISING LINE, &C. 265
ADDITIONAL OBSERVATIONS ON THE RISING LINE IN GENERAL.
Tue method of constructing the midship floors of some ships, by lengthening the radii afore and
abaft, is preferable to the rising line as used in constructing merchant ships of burthen, where
the radii of the floor sweeps all fore and aft are of the same length as at the midship bend; be-
cause, by this method, every floor from dead-flat is graduated by a larger circle. But this
method is not so generally serviceable in laying-off the ship; because, in any ship constructed
by the same length of radius, you may venture, so far as the rising line is continued, to lay down
the body on the mould-loft floor, without running any ribband or horizontal lines till that part
is finished. Again, this method affords a greater assistance ; as, by it, the floors may be nearly
constructed all fore and aft, but the floors near the midships only can be constructed when the
radii of the floor sweeps alter much in their length.
Neither the rising line nor the half breadth of the rising would continue the curves as first
constructed if the form of the body were designed to be altered in that part. It is evident, then,
that the rising line may be drawn according to the judgment of the artist in the construction of
any draught, observing to make it a fair elliptical curve: for much depends in the construction
of the lower part of the body, by judiciously narrowing the floor sweep or half breadth of the
rising ; for, the more parallel it is kept with the middle line the less will be the velocity of the
vessel : and, again, the quicker this curve is, the less bearing will the vessel have ; and, though
it may be supposed, when the rising line is formed, and the half breadth of the rising, it is
reasonable to expect a fair draught, yet we cannot be certain of its producing that form of body
which we really intend, agreeably to the use which the ship is designed for ; unless, by frequently
constructing of bodies, we can form an exact idea before we proceed. Therefore we would re-
commend the young artist to improve himself by drawing those bodies from the dimensions
which are constructed by the rising-line, and of different properties, till he forms in his own
judgement a perfect idea of this mode of construction. Then, when the draught is finished, the
water lines run, and the buttock lines or vertical sections are run all fore and aft on the sheer-
plan, some room for alterations may be perceived ; then, you may observe whether the rising
line, and half breadth of the rising line (or, as it is sometimes called, the narrowing of the floor-
sweeps) correspond with that part which you intend to alter. If it be required to make the ship
cleaner, lift the rising line, and narrow the half breadth of the rising line ; and, where it may be
required to make the ship fuller, lower the rising line ; which sufficiently proves, that the rising
line is as variable as the different forms of the bodies ; but, yet it is a very complete method of
constructing the lower part of such ships fair, as require some ptovision, or fullness of body, to
assist them when taking the ground. The farther forward and aft the body is assisted by the rising
line, the more merit there will be in the construction, and the greater certainty of producing
a fair body.
:
Mm
266 OF THE DISPOSITION OF [Boox II.
§ 6, INSTRUCTIONS FOR DELINEATING THE DISPOSITION OF ALL THE TIMBERS COMPOSING THE
FRAME ; LIKEWISE FOR EXPANDING THE BOTTOM AND TOPSIDE, BY WHICH THE LENGTH,
BREADTH, AND NUMBER, OF ALL THE PLANKS MAY BE KNOWN, &c.
1. OBSERVATIONS ON, AND INSTRUCTIONS FOR, THE DISPOSITION.
To give the true shift'and appearance of every timber “in the ship, may perhaps be thought,
by some of our readers, to be superfluous ; but, as our grand object is, to acquaint the young
beginner with every thing interesting in the science, and with the means of calculating every
particular required in the erection of a ship, we now proceed to explain the nature and use of
a disposition of the frame, as represented in al 2, and of the planking expanded as represented
in plate 3, of this work.
The utility of plans of this description requires but little explanation; as it is evident, upon
inspection, that they exhibit the disposition and shift of every timber and every plank used in
a ship, and they, consequently, afford the means, before the ship comes on the stocks, of dis-
posing of every piece to the greatest advantage, both with respect to the strength of the ship
and to the conversion of the timber; and, moreover, of preparing every piece for its proper
situation with the greatest facility. :
Without enlarging, unnecessarily, upon these important advantages, we shall now give some
instructions for the disposition of the timbers, &c.
With respect to the frame timbers, it is, in the first instance, of the greatest consequence to
the strength of a ship, that they should be cut as little as possible by the ports on each deck ;
and, secondly, that all the timbers designed to make the sides of ports are, or should be, con-
tinued if possible, without scarphing, up to the top of the side. Those timbers, however, which
lie in the sudden turn of the body, having too great a curvature in their length, and others,
which run up to the rough tree rail, &c. having too great a length to be otherwise obtained,
must be admitted to scarph, as shewn on the draught of the disposition, plate 2. |
In the turn of the body, forward and aft, as the frames are canted, there is the less compass
or curvature in them, and the bevellings or angles approach nearer to a square, which is, of
course, the more favourable to conversion. The stations of the timbers being kept at the
main breadth, in order to give them their proper cant, contract the room and space on the ~
dead-wood, and reduce the heels of the timbers accordingly.
' The frame timbers are formed into bends, in the manner that we have already shewn, by the
union of first futtocks, second or middle futtocks, third and fourth futtocks, with top-timbers, which
are severally joined together and bolted. , Sometimes the frame timbers are fayed close together
or separated for air; those that are separated have dry pieces of oak fayed between them in
wake of the bolts.
———
Cuar. IIT.) THE TIMBERS AND PLANKING. 267
By the disposition of the frames, in their several stations, they stand, respectively, one on
each side of every gun-deck port, by which the sides of every middle and upper-deck port are
likewise provided for. ‘Thus one fourth futtock and one long top-timber will form the side of
every gun-deck port in two-decked ships, and the side of every upper-deck port in three-decked
ships. A long top-timber and a fourth futtock will, in like manner, make the sides of the mid-
dle-deck ports in three-decked ships, and the sides of upper-deck ports in those of two decks.
All ships should be, as we have already explained, as light as possible in their upper works,
consistently with the services for which they are intended; and, as the frame should not be
incumbered with more short timbers than are absolutely necessary, two short timbers over the
ports are sufficient to stand upon the sills, and so spaced as to receive the bolts of the deck
standards above. hel
Those timbers that run up to make the sides of quarter-deck ports, forecastle ports, or to
- the roughtree rail, should, if possible, be made of timbers standing upon the upper-deck sills
over the upper-deck ports. The side along the waist, between the ports, may be filled in with
- fir timber laid fore and aft, and dove-tail’d into the frames.
The frame will be sufficiently full, and every purpose answered, when timbers are provided to
form the gallery doors, and to fill in the quarters from the after frame to the side counter tim-
bers; and, forward, from the foremost frame to the hawse-pieces.
All the timbers in the range of the main and fore channels should run up to the top of the
side, and the filling timbers between each frame are all to be equally spaced between the frames ;
and, all the openings between the range of the chain and preventer bolts are to be filled in
solidly with dry oak fillings, as are also those over every gun-deck and middle-deck port, that
there may be solid boring in wake of the port-ropes, pipes, and muzzle lashing eye-bolts, also
behind iron knees and standards.
All scuttles, row-ports, &c. should be considered in the disposition of the frame, so that the
strength may not be reduced.
‘Having considered the several subjects above mentioned, proceed to take, from the sheer-
draught, the keel and its rabbet, likewise the stem and stern-post, with the transoms, and beard-
ing-line of the dead-wood or stepping of the cant timbers; then the midship and side counter
timbers; and, next, take off all the ports, the underside of the decks at the side, the. plank-
sheers, beakhead, and roughtree rails. Then square up, from the halfbreadth plan, all the
sidings of the cant timbers to their respective lines in the sheer-plan, so that their thwartship
appearance may be exhibited in the same manner as the joints. This need only be done in
pencil.
From the sheer-draught, the thwartship appearance of the outsides of all the cant timbers
may now be transferred to the draught of the disposition. In the same manner may be squared
up the thwartship appearance of the knight-head and hawse-piece, which may, likewise, be trans-
ferred as the rest.
Beginning forward, we shall now endeavour to make every necessary observation in regular
order. First, the hawse-holes may be transferred from the sheer-draught, as we have before
shewn ; then the height of the heads of all the timbers may be taken, above the base line in the
body-plan, and set off above the upper edge of the rabbet, upon their corresponding timbers
268 OF THE DISPOSITION OF { Boox IT.
in the disposition. Curves being now drawn through the spots set off, will shew the heads of
each timber in the disposition. :
Next, square up in the disposition, the siding of all the timbers between the cant bodies
and, as the upper-deck ports are less fore and aft, than those of the gun-deck, the upper part of
the frame timbers must be separated at the joint. It is customary, to open the joints of the
frames from the side of the keel upwards, having dry pieces of oak fayed between them in the
wake of the bolts, as at timber O. ,
We can now represent every timber ; those in the fore square body as at @, and those in the
after square body as at (3), having a single timber to shift the floors at (2). Those in the fore
cant body as at Q, and those in the after cant body as at 30.
The fourth futtocks, being the longest timbers in the ship, and, from their shape, very difficult
to be obtained of the whole length, especially for ships which have much tumble home, or even
long enongh to run up so as to make the side of the upper-deck ports, particularly forward and
aft, the sides of such ports have sometimes been made by the top-timber that comes under the
port, by its having been formed with a cast sideways over the fourth futtock and continued up-
wards, making a whole top-timber: but, in this case, it is necessary to see that the cast be
fairly grown, and not grain-cut; also, that it be so disposed as not to be wounded too much by
letting out the port-sills: for, was the top-timber, as represented at frame S, in the plate, to cast
so as to make the sides of both ports, it would not be so strong as otherwise, although bolted
to the fourth futtock; because, as is evident, we should lose a shift: for, not only would that
timber have run up to the top of the side, but the top-timber under the port, with the cast,
would run up also. It is consequently much the best way. ‘These methods have, however,
been found very defective, and are attended with particular disadvantage, as the difficulty of
getting fourth futtocks, even when sided straight, and much more so when cast; because, with-
out a very particular growth, they would be grain-cut in the cast; and, consequently, have very
little strength.
The method, therefore, that we would recommend to be adopted when such fourth futtoeks
cannot be obtained as will run up to the top of the side, is, to scarph them together with a
hook and butt, as at fourth futtock K, and at M, in the plate; giving shift to the port and each
other; or, if preferred, the side scarph as represented at fourth futtock D.
The third futtocks, that come under the gun-deck ports, are to be continued upwards to the
underside of the sill, as at W, R, N, &c. But, when the third futtocks, owing to their great
compass, cannot be gotten so long, they must be scarphed as at I, observing always to get
them longer than the regular shift.
The port-sills may next be drawn: the upper sills deepest where the preventer bolts are likely
to come. Then the blocks through the side may be represented, that long timbers may not be
provided, and afterwards cut asunder by those blocks; namely, the main-tack block, between
D and F; the fore-sheet block, between 2 and 4; and the main-sheet block, between 30
and 32. |
The foreside of the side counter-timber may next be drawn in from the dimensions, and the
gallery doors set off from the sheer-draught ; then the sills and all the timbers necessary to frame
the quarters abaft frame 38,
Cuap. III] THE TIMBERS AND PLANKING. 269.
Having provided for all the ports, &c. thus far, it should next be contrived that the timbers
which run up aft and forwards to make roughtree timbers, timber-heads, or the sides of quarter-
deck and forecastle ports, should be those short timbers that stand upon the upper sills of the
upper-deck ports; and, for roughtree timbers, those over the quarter-deck ports; as it should
be the utmost care of every constructor to design every timber to the shortest length admissible;
as, in a disposition of this kind, he has every opportunity of so doing; and likewise of pointing
out, and converting to the best advantage, the most scarce and valuable timbers.
Lastly, the section abaft the stern-post, in the plate of the disposition, represents the thwart-
ship appearance of the air-funnel in the opening of frame 10. These funnels have been found
very convenient for carrying off the foul air from between decks, and may be placed wherever
convenient, between the openings of the timbers; so that there be no: obstruction; but, that
the air may pass upwards freely either to the undersides of the sheer-strakes, in the waist, and
undersides of the lodging-knees elsewhere ; openings being cut through the inside stuff, about
two inches deep, and as much fore and aft as the openings. Advantage of the largest openings
should always be taken for their admission.
All that is required in fixing the funnel, is one sill, let in between the timbers at the under-
side of the gun-deck lodging knee, or upper deck in frigates, &c. and another at the underside
of the sheer strakes in the waist, or underside of the quarter-deck or forecastle lodging knees,
as they are shewn in the section. ‘The openings may then be paid with pitch, tar, or rosin,
EXPANDING THE BOTTOM AND TOPSIDE,
BerorE we proceed to the expansion of the planking, it becomes necessary to make some
remarks on planking in general; as the planking of a ship is a.branch so very material, that,.
unless it be judiciously performed, it will inevitably be very injurious to, or subversive of, those
_ good qualities that might be expected from the superior construction of the ship. The planking
ought, therefore, to be particularly well performed; as, in the joining, or proper shifting, fasten-
ing, and caulking, the goodness of every part of the materials for that purpose should, conse-
guently, be very earefully mspected.
The length of plank is a very great object to be considered; and, in the shifting, it is prin-
cipally to be observed: for, if it cannot be worked up to the wales with the length begun with,
(that is, the regular shift kept up,) it will make very bad work, and not be so strong upwards
as below. It is allowed, and hath generally been found to answer, that if three whole planks.
be wrought between every two butts, and all the butts overlaunch,. or be in distance from each
other, six feet, the planks will be only twenty-four feet long, and the work reckoned very good:
We may, however, have a very bad shift, and yet have three strakes between every two butts:
on the same timber: that is, when the butts rise one above another in a regular manner, like
steps; for, as the upper butts, or those in the topside, are the most likely to give way, all be-
270 OF THE DISPOSITION OF ' [Boox I.
low would be inclined to follow ; for, if the ship begins to break her sheer amidships, it is most
probable that the butts afore and abaft would yield proportionably ; therefore, let one of the
butts between have a double shift, or extend twelve feet ; thea will the stepping of the butts,
which we have mentioned, be prevented, and the planks be twenty-four feet long. As the
work will thus be sufficiently strong, this is the rule which is generally followed for ships of every
class in the royal navy. But, as oak plank, having sufficient breadth at the tops in that length,
has become exceedingly scarce, merchant-ships have the plank shifted of various lengths, ac-
cording to its thickness, as may be seen by referring to the table of dimensions hereafter.
The Wales must be wrought of such lengths, and the butts shifted, so as to give the strongest
shift to the ports and each other; and, to assist conversion, may be wrought anchor-stock, or
still more so, by being wrought top and butt.. When the wales consist of four strakes, ‘they
have a fair seam in the middle. : |
In determining on the shift of the wales, some of the midship pieces should have a three-port
shift, that is, should overlaunch three ports, being careful in large ships to make one butt answer
for the pump dale scupper.
If the wales are to be wrought in three strakes, let the two lower pete! be worked top and
butt, and the upper strake of a parallel breadth. |
The Thickstuff, or diminishing strakes, from the lower edge of the wale to the niijctibidle of the
bottom plank, being of English oak, is wrought top and butt; and should be shifted from the
butts of the wales to the regular lengths of the bottom plank as soon as possible. .
The Plank of the Bottom is English oak plank, as low as the light-water mark; and, below
that, may be East-country plank of the best quality. ‘The English plank is worked top and
butt to twenty-four feet lengths at least. Now, to break the shift, so as to work East-country
plank to advantage, requires care; for, as just observed, the general shift of English plank is
twenty-four feet, whereas East-country plank is from thirty to fifty feet; consequently, the best
way is, to work a double shift at first, or one of forty-eight feet in length.” It rarely happens
that the shift is broken from English plank to East-country plank without introducing two planks
between two butts on the same timber in some places; and, it may be admitted, owing to the
superior length. Be careful, in shifting the East-country plank, to keep the shift as nearly equal
as possible, not being confined to butt on one timber; but, to make an advantage of drawing
the butts having no less than six feet shift.
East-country plank, from ten to eleven inches broad, is wrought with fair or parallel edges, —
excepting forward and aft; for, it must be observed always to have English oak plank for the
foremost and aftermost shifts. Four to six strakes next the keel may be of elm or beech. The
edges, and butts of those in East-India ships, are rabbeted close; and fine flannel, dipt i in tar, iB
put: between.
Let it also be observed, in shifting the butts, to keep them clear of the scarphs of the keel ; :
and, likewise, that no butt is placed under the pumps. '
In planking the foremost end of the bottom, the breadth of the strakes must be considered,
and also the shape of the bow, that every strake of plank may be brought into the stem; and
every plank should be kept from snying as much as possible. But, in full-bowed ships, suclhi as —
Cuap. III.) THE TIMBERS AND PLANKING. 271
have long floors, and a round or full harpin, it would be impossible to bring every strake to the
stem without too much sny. It is therefore customary to work,.in the bow of such ships, a
steeler next under the wale; and, ai every fourth or fifth strake next under it: by which means
all the strakes that come to the stem will be of sufficient breadth. In order to take the sny out
the more, bring the steeler well forward ; the more so the better. In most ships a drop strake,
or steeler, under the wale abaft, assists the planks very much in working at that sudden part of
the ship.
To produce fair edges and facility in working the planks, let the after ends of those near the
keel be worked broad, indeed they cannot be worked too much so, in order to bring their edges
straight, and out of winding.
The Plank of the Topside is generally wrought in parallel breadths; therefore it had better
not be more than eight inches broad, or thereabouts. The topside being cut by the ports, drifts,
&c. requires the greatest strength to be given to it in shifting the plank; as no butt should be
_ placed over or under a port unless there are two planks between. The planks in wake of the
main-mast should have a three-port shift. The others, afore and abaft, may have a two-port
shift. As it is rather stronger, to butt between the ports, it may be allowed sufficient to have
a shift of five feet six inches where a plank comes between; or, five feet where two come be-
tween. But there should not be less than six feet shift where no plank comes between. ‘The
channels and sheer-wales, in large ships, should work down to the stops of the ports in mid-
ships; and, where the sheer lifts forward and aft, should work down to as many ports as may
leave sufficient stop, and afford wood to receive the port-hooks, letting the wood so worked down
be continued six inches each way beyond the stops of the ports: thence snape back about nine
inches; but, by all means, let planks run through, if they hold but five inches after the stops
are cut, so as the hooks will clear the seam; for planks, however broad, working down to the
ports, make that part no stronger than any.other.
Forward, in wake of the hawse-holes, the planks should be so wrought as to have the seam
come in the middle of the holes; and care must be taken that no seams come behind the cheeks.
The Sheer Strakes, as they are the greatest strengtheners of the topside, should have their
butts disposed with the utmost care, in order to produce the greatest strength between the
drifts, and give the very best shift to each other. They are wrought of parallel breadths, with
hook and-butt scarphs, about four feet long, between the drifts. Those afore and abaft may be
square, especially behind the channels; which must be of English oak. ‘The others, owing to
their great lengths, must be of East-country plank.
Shifting the butts of the inside planking requires this consideration ; that the strings along the
waist, and the upper-deck clamps and spirkittings, should give shift to the butts on the outside.
All clamps and spirkittings above the lower gun-deck should have three-port shifts in midships.
All clamps should be wrought with hook and butt scarphs, about four feet long; spirkittings
should be wrought top and butt, or anchor-stock, so that no butt shall come behind the riders.
One butt is to come in wake of the pump dale scupper.
Clamps of two and three decked ships, above the gun-deck, are sometimes wrought in two
strakes. Spirkittings are wrought in three strakes, and tabled into each other.
a
272 OF THE DISPOSITION oF [Book II.
The clamps of the lower deck cannot be wrought towards the after part of the ship agree-
ably to the range of the deck, so as to admit of the beam’s coming home to the timbers, as it
would be found to wound them too much, or produce too great a sny; therefore, the clamps
must lift quite aft, with an easy flight, and some of the after beams, of course, must come on
the clamps.
TO EXPAND THE BOTTOM AND TOPSIDE,
Tue expanding of the bottom and topside, upon paper, so as to be certain of the lengths and ~
breadths of the planks, together with the mode of disposing of the butts to the greatest advan-
tage, although attended with some trouble, is much more advantageous than trusting to shifting
them on the ship’s side; for, when the ship is planking; it is necessary to girt the body in a
number of places, in order to see what number of strakes the bottom will require, that the planks
may be worked of an equal breadth, and fairly diminished forward and aft. To do this, with pre-
cision, stageing and much trouble is required. But, having the bottom and topside expanded
before you, upon a plane, and knowing the general lengths that your planks will work to, you
can more conveniently shift the butts, according to the foregoing directions, or alter any one
where the length cannot be obtained without difficulty, or without making bad work; which
could not be so easily performed on the side of the ship. -
The bottom may be expanded by the horizontal or water lines; but, the eighty-gun ship’s’
bottom, as represented on Plate 3, is expanded by the ribband lines; as the latter are square
from the body, or nearly so, and nearly in that direction in which the planks of the bottom are
wrought. The ribbands may, likewise, be represented, by which means you will perceive what
number of planks may be wrought before they need, be shifted.
Now, from the sheer-draught, Plate 1, may be taken the stations of all the timbers, and the
lower edge of the rabbet of the keel from the aftside .of the rabbet of the stern-post to as far
forward as the rabbet continues straight ; likewise the scarphs of the keel; all of which are to
be set. off on the plan of expansion, as shewn on the plate, to intersect the said straight line.
Then, to expand the square bodies, transfer the heights of the upper and lower edge of the
main and channel wales, the sheer strakes, upper and lower sides of all the ports, the height of
the decks at the side, and underside of the planksheer from the sheer-plan, (Plate 1.) to the body-
plan. Likewise draw the ribbands by which the ship is to be framed, and which are not shewn
in the first draught, across the body-plan. These are, however, clearly exhibited in the first
and second plates of Laying-off (Plates 32 and 33). The ribbands, wales, &c. are now to be
drawn upon the half-breadth plan; which, being done, apply to those lines narrow slips of pa-
per, confining them by needles, from @ forward and thence abaft ; marking, upon each slip of —
paper, the station of every timber and its respective ribband, &c. as girted.
In the same manner girt the timber @ in the body-plan (Plate 1) from the inside of the rabbet
of the keel to the top of the side; then, mark upon it the uppersides of all the ribbands, heads
of the timbers, upper and lower edges of the wales, and ports; likewise, the decks at the side,
Cuap. III.} THE TIMBERS AND PLANKING. 373
and underside of the planksheer. Then square up the station of @, as shewn on Plate 3; and,
upon that line set up the middle of the rabbet, to which spot fix with a needle the spot on the
slip of paper that girted @, and is marked for the inside of the rabbet of the keel, laying the
edge fair with the line © squared up; now, upon that line, mark off from the said slip the upper
sides of all the ribbands, the heads of the timbers, upper and lower edges of the wales, ports,
&c. In the same manner must we proceed to girt every square timber in the body-plan
(Plate 1), marking thereon the name of its respective timber. Then fix the point marked for
the middle of the rabbet of each girt, to the middle of the rabbet of its respective timber
(Plate 3).
Now fix the girt of each ribband to its corresponding height as marked on © ; then stretch
each girt, seeing that it does not pucker, in such a manner that the stations of the timbers, as
marked on the girt of the ribbands, &c. and the corresponding heights of the ribbands as marked
on the girt of each timber, exactly agree, confining them with a needle in that situation. At
the intersection of each, make dots, which will shew the expanded heights and lengths of all the
ribbands, &c. in the square bodies. Fair curves may then be drawn through all those dots,
which will represent the square bodies expanded.
“
TO EXPAND THE FORE CANT-BODY AND HAWSE-PIECES,
Transrer the before-mentioned heights from where they intersect the thwartship view of the fore
cant-timbers in the sheer-plan (Plate 1.) to their corresponding timbers as shewn in the third
plate of Laying-off (Plate 34); and then continue, downwards, the heels of the said cant-tim-
bers as low, and as much within, ‘the half siding of the stem, as the rabbet, when taken out,
may be supposed to cut into the side of the stem. Likewise continue downwards the joints of
the cant-timbers in the sheer-plan (Plate 1.) till they intersect the middle of the rabbet of the
keel and stem. Then, with narrow slips of paper, as before, girt the several cant-timbers in the
fore body, as shewn in the third plate of Laying-off (Plate 34.), marking thereon the heel, where
it cuts the inside of the rabbet, the bearding line, the heights of all the ribbands, or harpins, as
levelled out, the lower and upper edges of the wales, the ports, &c.; and, on the foremost
cant-timber, the heights of the heels of the hawse-pieces, marking on each slip or girt the
name of its respective timber. ‘Then, with other slips of paper, girt round each cant-ribband,
or harpin, in the half-breadth plan, as shewn on the third plate of Laying-off (Plate 34.); and
mark thereon the joint of square timber O, and the joint of each cant-timber where it is squared
up from the horizontal to the cant ribband: likewise mark the intersection of each hawse-piece,
as squared up from the horizontal to the cant ribbands; also where the bearding line intersects
the cant ribband, and where the ribband ends in the rabbet. The girt at the wales, port-sills,
and top-breadth, must also be taken, and respectively marked on each girt or slip.
Now girt another slip of paper round the curve representing the middle of the rabbet of the
stem and keel (Sheer-plan, Plate 1.), marking thereon the square timber O, and the joints of all
Nn
274 OF THE DISPOSITION OF [Boox IT.
the cant-timbers where they intersect that line; mark, also, the height of all the ribbands, or
harpins, the upper and lower edges of the wales, ports, &c. beak-head, and upper part of the
stem. . .
Square up from the half-breadth plan, as shewn in the. third plate of Laying-off (Plate 34.),
where the heels of the hawse-pieces intersect the joint of cant-timber y to its thwartship appear-
ance in the sheer-plan ; and, then transfer those heights to cant-timber y in the body-plan ; prior
to taking the girt of that timber: as those points will give the heels of the hawse-pieces when
expanded, as shewn in Plate 3.
The slips or girts of the harpins are then to be stretched as before (Plate 3.), keeping the spot
of square timber O to its respective ribbands, already expanded on that timber. Then stretch
the girt taken round the curve of the stem, fixing its spot O at timber O, as shewn in Plate 3: ;
then, confining the heels of the cant-timbers to their respective spots on the curve of the stem,
move the whole together, without puckering, till the foremost ends of the harpins exactly agree
with their spots or stations on the stem; and, in like manner, till the spots made for the stations
of the cant-timbers and harpins agree; fixing them with needles till the whole fore-body every
where reconciles. Then mark on the draught (Plate 3.) the intersections of all the girts. Those
from the timbers, when curves are drawn to the spots, will represent their moulding edges; as:
those from the harpins, when the lines are drawn, will likewise shew the upper edges. of the
harpins. Lines being now drawn, parallel thereto, or nearly so, to the depth or scantling of
the harpins, will shew the lower edge of the harpins and ribbands: likewise, by setting off the
scantlings of the timbers on each side of the joint, curves being drawn thereto, will represent.
the fore and after sides of all the timbers.
TO EXPAND THE AFTER CANT-BODY AND: TRANSOMS..
‘Tue expanding of the after cant-body, as far aft as the fashion-pieces, is so similar to that of the
fore cant-body, just described, as to require but little additional explanation.
When the after cant-body is expanded, the openings between the-timbers may be shewn, by
a faint shading; likewise the openings between the hawse-pieces and transoms when drawn,.
“which now only remain to be described.
In laying-off, as shewn in Plate 35, where the moulding edges of the transoms intersect the-
foremost cant fashion-piece in the body-plan (Fig. 1.), take their distances, in the-direction of the:
fashion-piece, from any given spot (as in the third futtock ribband, there represented by asmall.
circle, the centre of it is the spot intended); then’ set off those distances in the direction of the:
aftside of the foremost fashion-piece (Plate 3.) above and below the third futtock ribband, there
shewn. Then, where the buttock lines, 1, 2, 3, 4, and 5, in the body-plan (Fig. 1, Plate 35.)
intersect the foremost square fashion-piece, level them out to cross the foremost cant fashion-
piece, there represented by dots, and take their distances from the third futtock ribband, in the
direction of the fashion-piece, setting off those distances from the third futtock ribband, in the
Cuap. III.) THE TIMBERS AND PLANKING. 275
direction of the aft side of the foremost fashion piece, (Plate 3.) which will give the stations of
the buttock lines on the aft side of the fashion piece.
Where the ribbands Ist, 2nd, and 3d, intersect the upper and lower edges of the transoms
in the sheer-plan (Fig. 2, Plate 35.) square them down to their corresponding edges in the plan
of the transoms, (Fig. 3, of the same Plate.) The upper edges of the ribbands are in the plate
represented by dots, that they should not confuse the rest of the work.
Now girt slips of paper round the buttock lines, 1, 2, 3, 4, and 5, inthe sheer plan, (Fig. 2,
Plate 35.) and mark on them the sides of the fashion pieces, the upper and lower edges of all the
transoms, (noting the difference to prevent confusion), likewise the margin line where the
buttock lines terminate. :
Then, with other slips of paper, girt round the moulding edges ofall the transoms ; also their
under sides below the wing transom, in the plan of the transoms, (Fig. 3, Plate 35.) marking
thereon the several buttock lines, the spots representing the ribband lines, the foremost and
other fashion pieces, and inside of the rabbet of the stern post (which will shew the greatest
lengths of the planks when expanded, or, as on the ship when wrought.) Then stretch the
several girts of the transoms and buttock lines, as on Plate 3, fixing the spots for the foremost
fashion piece to its corresponding spots at the aft side of the foremost fashion piece. Then
move the girts till their corresponding spots agree with those for the buttock lines, and likewise
_ with those for the edges of the transoms; and, confining them with needles, mark the inter-
section of each girt and the spots for the ribbands. Now, by describing curves through the
respective spots, the edges of the transoms will be shewn, likewise the buttock lines where they
intersect the transoms, as also the ribband lines to which the girts of the ribbands may be
applied: and, if rightly executed, the extreme lengths will agree.
The utmost length of the planks round the buttock is now determined, by the margin line
on the upper side; and, on the aft side, by the rabbet of the post on the girt of the transoms.
It only now remains to complete the rabbet of the post to the keel.
Stretch a slip of paper up the rabbet of the stern post in the sheer-plan, (Fig. 2, Plate 35.)
then mark on it the upper and under sides of all the transoms, the floor ribband, and those
above it, with the lower edge of the rabbet of the keel. Then fix it on the plan of ex-
pansion, (Plate 3.) keeping the spot for the lower edge of the rabbet, well with the rabbet of
the post on the straight me; next removing the slip of paper till the spot for the floor ribband
agrees with its floor ribband already there, fix a needle, and move the upper part of the slip,
without puckering, till the spots for the transoms agree with their corresponding spots: a line
being then described, to the edge of the slip, will represent the extent of the planks below the
transoms. —
The girts ofthe curves of the harpins and ribbands above the main wale being expanded, ina
similar manner, will give the boundary of the topside to the rabbet of the stem forward, and to
the aft side of the stern timber abaft; as, likewise, the upper and lower edges of the wales,
ports, &c, | |
The whole side being now expanded, from the keel to the topside, the planks may all be
shifted agreeably to the foregoing observations; beginning with the main wale, or the strakes
276 OF THE DISPOSITION, &c. {Boox If.
between the wales and the ports, as they must give the strongest shift possible to the ports and
to each other. The sheer strakes, as before observed, should be scarphed with a hook in the
middle, and be so disposed as to give the greatest strength to the drifts and each other: the
strakes between the wales and sheer strakes may be next divided, as to their number and
breadth; and, if the lower strakes, or those nearest the main wale, are the broadest, and
gradually diminish in breadth upwards, they will be more easily obtained; as they-are thicker,
and make the topside look better.
The plan which we have described is the only method of ascertaining what planks are the
most proper to work up or down to the ports, and which to cut upon: for, till this is determined,
there can be no certainty in shifting the butts; because, if those planks which must be cut by
the ports, should be found to be cut too much, or that it should appear better to work to the
ports with the strakes next them, then, to avoid bad work, or introduce very long planks,
some of the butts will want shifting. Here may be seen the great utility of expanding the top-
side; for, if these things are not considered before the work be too far advanced, an indifferent
shift will probably ensue.
When there are three strakes between any butt, over or under a port, the butt had better
be brought to fasten upon the frame that makes the port.
The longer the planks are shifted, the stronger will be the topside; but the general length of
planks must ever be considered; because, when the ship. wants repairing, planks must be cut
on purpose, and green planks will be worked where seasoned planks only ought to be used,
We have been the more particular in explaining the shift of the topside, because the strength of
the sheer, in every ship, depends, principally, upon the shift of the planks above her seat in
‘the water; and, as the butts of the clamps and spirkettings should be shifted as.clear of the butts.
on. the outside as is possible.
SS NE ET
e—_——$—
§ '7. INSTRUCTIONS FOR DELINEATING THE INBOARD WORKS OF THE EIGHTY-GUN SHIP; WITH:
OBSERVATIONS ON THE INBOARD WORKS: OF SHIPS IN GENERAL..
Draveurs of the outboard works being now constructed, and every part described. requisite to-
the putting the ship in her frames and planking, we now proceed to. form a draught of the
cavity of the ship, or Inboard Works, in such a manner as to exhibit the arrangement and.
disposition of every thing therein contained, to the best advantage. |
Sometimes the inboard works are drawn in: the sheer draught; but,. when so drawn, they
generally appear much confused; it is therefore the best and easiest method to appropriate a:
draught to that purpose, by which. every particular will be more clear and conspicuous. And
when this be drawn, the artist will not be under the necessity of working from. his principal
drau ght.
The Draught of the Inboard Works, Plate 4 of this work, will give the reader a correct idea
of all the particulars which it is designed to exhibit. ‘To this plate he will find. it necessary to.
refer throughout the following instructions,
Cuapr. III.] OF DELINEATING THE INBOARD WORKS. 297
For the construction of the draught, take, in the first place, from the sheer-draught, the scale,
stem, stern post, counter timbers, keel, cutting-down line, keelson, apron, transoms, fashion-
_ pieces, decks, and centres of the masts; also the drifts, plank-sheer all fore and aft, the joints
of the frame-timbers, and the ports, which will be found to be all that is necessary for our.
present purpose.
The beams come now under consideration, and should be so disposed as to come one under,
and one between, each port, or as near as can be to answer the other works of the ship,. as the
hatchways, ladderways, &c.; but, where it happens that a beam cannot possibly be placed
under the port, then a beam arm should be introduced to make good the deficiency.
To draw the beams in the draught; take the moulding of the tower deck beams from the di-
mensions, and set it off below the line representing the deck at the side; then draw a fine line in
pencil parallel thereto, which will represent the under side of the beams:. in the same manner
draw the under side of the beams for the upper deck, quarter deck, forecastle, and roundhouse ;.
then take the siding of the lower deck beams, and place one under,. and one between,, each port,
all fore and aft, only drawing them in pencil. Now draw in the centre of the main-mast, and
set off the size of the mast and main step. “Fhen. draw in the chain-pump that comes before the
main-mast, and design the lower futtock-rider clear of its heel. The third futtoeck-rider which
comes upon the head of the lower futtock-rider and faces quarter inch and a half on the aft side
of the orlop beam, gives the station of the orlop beam, before the main-mast. Flush on the aft side
of the orlop beam comes the fore part of the well. Now take, from the table of dimensions, what
the well is fore and aft, which is about ten feet; set it off abaft the beam before the main-mast,.
and that distance will be the station of the two beams, one afore and one abaft the main-mast,.
which may then be drawn in ink, and will terminate the extent of the well the fore and aft way.
As there cannot be a beam across the ship in this part by its being the well and mast room,
there must be a beam-arm between those two beams, placing the end. at the side its thickness
nearest. to that beam it does not bolt to, as on the upper deck. On the gun-deck. we have
reversed it, as by that means the hanging knees bolt to different timbers.
The main hatchway, fore and aft, as in the table of dimensions, is 8 feet 6 inches, which set
off before the beam that forms the fore part of the well; the aft side of this beam then forms the
fore side of the hatchway ; this beam. may now be drawn in ink, Another beam-arm must be
introduced in wake of the main hatchway.
The fore hatchway may now be determined, the fore side of which should range well.up and
down with the after end. of the forecastle, and fore and aft asin the Table of Dimensions. At the
fore side of the fore hatchway there must be a ladder way down to the orlop, which may be fore
' and aft agreeably to what the space of the beams will allow; the rest of the beams afore the fore:
hatchway may remain as first placed, if the riding bitts will admit of it: then determine on the
after hatchway,, the fore side of which comes to the aft side of the main mast room.
There thould also be a hatchway over the fish room, which is for the convenience of the spirit
and fish rooms ; and. there should be a ladder way abaft it, which should lead down. to the cockpit.
The size of the ladder and hatchways must be governed by the beams, as when there is once a
good shift of beams they should never be altered for ladder and hatchways, unless for the. three
278 OF DELINEATING THE INBOARD WORKS. [Boox II,
principal hatchways, which must always be of a proper size, according to the size of the ship,
as given in the Table of Dimensions.
The after or main jear capstan must be placed between the two hatchways last described, and
the beams abaft may stand as they are already placed, recollecting only the situation of the mizen
mast. ‘There should be a scuttle placed afore the second beam from aft, as in the table of di-
mensions, for the conyenience of the bread room; it must be on the starboard side of the middle
line; and, one scuttle must be formed on the larboard side, close aft, to go into Lady’s Hole,
as there is acarling at the middle under the four or five after beams, to receive the pillars for the
support thereof.
The riding bitts may now be placed, letting the fore side of the-after ones come against the
aft side of the beam abaft the fourth port, and the foreside of the foremost ones against the next
beam, but one forward; then, at the fore side of the larboard bitt pin, there should be drawn a
scuttle, as in the dimensions, for the convenience of handing up the powder from the magazine.
The deck breast-hook should also be drawn, which may be as broad as can be gotten the
moulding way, and sided agreeably to the dimensions.
The gun deck-beams, knees, &c. being described, we shall now proceed to the upper deck:
the precautions already mentioned in spacing the beams must be taken, upon all the decks that
have ports; only observing to keep the beams upon one deck as near as can be over the beams
on the other, for the convenience of pillaring, as they will then support each other.
The hatchways are now to be considered, placing them all exactly over those on the lower
deck, so that, consequently, where there is a beam arm on the lower deck, there must likewise
be one above it on the upper deck, and the same on the middle deck in three decked ships. It
commonly happens, in ships of the line, that there cannot be a whole beam between the deck
breast-hook and the beam that supports the step of the bowsprit, because the bowsprit’ passes
down through that place; when it so happens, a beam arm must be placed as in the draught,
letting the end come equally between the beam and the breast hook; but, in ships whose
bowsprit will allow of a whole beam, the ports and the rest of the beams must be consulted, in
order to space it; and, when it so happens that the foremast comes in wake of a port, a beam
arm must, necessarily, be introduced.
Having spaced the beams of the upper deck according to the disposition of “the beams below,
the ladder ways should be so contrived, that there should be one next abaft the fore hatchway,
which is a single ladder way, and one next afore the main hatch, which is a double ladder way,
the Jadders standing the fore and aft way; and, likewise, one over the cockpit, peated eeiahiics-
with that on the lower deck. | |
The next object to be considered are the capstans*; the after one is already placed on the
lower deck, and its barrel passes through the upper deck to receive the whelps and drumhead
there, it being a double capstan. In three decked ships the upper part of the capstans is on
the middle deck. Frigates, or small ships, have only one capstan, the upper part of which is
placed on the quarter deck. The fore jear capstan should be fixed in the most convenient place
* A full explanation of the methods of constructing the capstans is given hereafter, elucidated by a large engraving.
See Plate 7.
Cuap. III.) OF DELINEATING THE INBOARD WORKS. 279
to admit of its being lowered down to the orlop, out of the way of the long boat; therefore it
may be placed next abaft the ladderway at the fore hatchway. ‘The beams on each side of it
should be placed exactly over or under the beams on the other decks, and should be at a
sufficient distance from each other to permit the drumhead to pass between them. ‘The centre
of the capstan should then be placed in the middle between the beams which compose its room,,.
and the partners should be fitted in such a manner as to shift occasionally when wanted. The
partners on the lower deck, wherein the capstan steps, must be supported by a pillar on the
orlop deck, the lower part of which may be fitted in an oak chock, that fits in the step; so that,.
when the pillar and chock are taken away, and the capstan is lowered down, that chock serves
asa step for the capstan; the two beams on the orlop, having the pillar and chock upon them,
have, consequently, the whole weight of the capstan pressing downwards; and, for the better
support ofthem, a carling should be placed beneath, the fore and aft way, with three pillars,
one under each beam, and one between. All these pillars should be stept in the keelson, by
which the orlop deck will be well supported in wake of the capstan, and the other decks have no-:
strain arising from. it.
Now dispose of the fire hearth, which is placed differently according to the size of the ship;
for, in three deckers, it is found most convenient to place it on the middle deck, which of course
gives much more room under the forecastle than it would have were the fire hearth there. In
all two decked ships it is placed under the forecastle, because on the main deck beneath the
riding bitts are in the way. In frigates and small ships it is fixed under the forecastle,
though confined between the riding bitts; therefore, in such ships, it should be kept as near as
possible to the after riding bitts, that there may be the more room between. it and the foremost
riding bitts, to form as convenient a galley as circumstances will admit. .
The main-top-sail-sheet bitts next claim our attention, the foremost of which must be placed
so as to have its aft side against the fore side of the beam abaft the main hatchway, and so as to
pass down to the lower deck, and there step in the beam below. The main jear bitts must be:
placed against the fore side of the beam abaft the mast, and step on the beam below. The
cross pieces to the bitts should be on the fore side of the foremost bitts, and abaft the after ones,
and should be in height, from the upper deck, about one third of the height between it and the
quarter deck, or, as given in the dimensions. With regard to the heads of the bitts, we should
consider the length of the ship’s waist; and, if there is length enough from the forecastle to the
foremost bitts to admit of the spare geer being stowed thereon, without reaching farther aft, the
quarter deck may run so far forward that the head of the foremost bitts shall tenon in the-
foremost beam, which gives the main mast another deck, and admits of the quarter deck being
so much the longer; but, if there is not the extent above mentioned, the quarter deck must
extend no further forward than the after bitts, which will tenon in the foremost beam ; the fore-
most bitts must have a cross piece let on their heads, which is termed a horse, and used to receive:
the ends of the spare geer. u
We may now proceed to the quarter deck and forecastle. The length of the quarter deck
being before determined upon, the first object presenting itself is the beams; therefore, in
placing them, the different ladderways, gratings, &c. on the quarter deck should: be consulted;
,
280 OF DELINEATING THE INBOARD WORKS. [Boox II.
observe that, it is unnecessary to have in the quarter deck, round-house, and forecastle, carlings
or ledges (except carlings for the hatches). But, having no carlings or ledges, the deck necessarily
requires a greater number of beams, anda good round up: otherwise it would be apt to bend with
its own weight. The most approved rule, therefore, is, to have double the number of beams in
the quarter deck, as in the upper deck in the same length. Ifheavy metal is intended to be used
on the quarter deck, then it will, however, be necessary to frame it with carlings and ledges.
Proceed now to shift the beams to the greatest advantage, consulting the hatchways, ladder-
ways, masts, bitts, steering wheel, &c. In respect to the ladderways on the quarter deck of all
ships, there should be one near the fore part of the great cabin for the officers, and one on each
side at the fore part of the quarter deck from the gang ways. In every ship of the line all the
beams from the ladder way to the four beams before it, should be open, with gratings, for the
more expeditious conveyance of different things in time of action, as well as for air.
Two scuttles may be disposed, one on each side in the room abaft the main mast, (if the main
mast happens to come through the quarter deck) for the top tackles to pass through, to hookto
the eye bolts driven in the upper deck for that purpose. Scuttles are also to be formed on each
side the mainmast for lifting the pumps, &c.
Now dispose of the steering wheel, which should be placed under the fore part of the round-
house. The two beams of the quarter deck which come under it should be placed conformably
to the two stantions of the wheel, so that they may tenon inthem. It should be observed, that
the beam abaft, which comes under the screen bulkhead, should round aft agreeably to the round
of the bulkhead, for the support of the same. This bulkhead is sometimes placed abaft the
gallery door. |
The forecastle beams should be placed as the works of the deck, as the scuttles, &c. will admit.
There should be a scuttle for the funnel of the fire hearth to pass through, another. over the
copper to give vent to the steam, and one or two over the galley, as the forecastle may admit.
The fore-top-sail-sheet bitts should be so disposed as for one pair to come on the fore, and the
other on the aft, side of the mast, to let into the side of the forecastle beams, and step on the
upper deck beams below. The after bitts are to cast at the heels so as to lead the tack clear of
the galley. There must also be a ladderway at the fore part of the forecastle for the convenience
of the fore part of the ship.
After these things have been considered, the beams may be placed agreeably to them,
letting the number of beams be four more than there is in the upper deck, in the length of the
forecastle; and, where there happens to be a wide opening between the beams, as at the mast
room, &c. where a half beam is to be introduced, that will make good the deficiency. The fore-
most or cat-beam should be broad enough to take the aft side of the inboard arms of the cat-
heads, as. they are secured upon this beam by being bolted thereto; and, to take a five inch
rabbet to receive the ends of the forecastle flat.
Now proceed to the Round-House, letting the same observations suffice with respect to the
beams as were made on those of the quarter deck; for, as the round-house beams are sided less,
they ought, consequently, to be nearer to each other ; therefore, let the number of beams on
the round-house be in number four more than in the same length of the quarter deck. The
Cuap. IIT.] O¥ DELINEATING THE INBOARD WORKS. 281
round-house should always have a great round-up, both for strength and convenience. Upon it
there must be a small pair of knee bitts on each side of the mizen mast, bolted through the mast
carlings. It must also have a companion placed over the middle of the lobby, in order to give
light thereto.
With regard to placing the round-house beams, we have only to attend to the foremost
stantion of the steering wheel, and the mizen mast; as, when the beams which interfere with
those parts are properly spaced, the rest may be disposed of at discretion, or at equal distance
from each other, letting the beam over the screen bulk-head have a proper round aft, agreeably
to the quarter deck beam underneath.
The upper parts of the inboard works being now described, we may proceed to the lower
parts, or those which come beneath the lower deck; therefore draw in the orlop by taking the
heights afore, amidships, and abaft, between that and the gun deck, from the dimensions,
and drawing a curve to pass fore and aft, the upper part of the deck will be represented; then,
setting off the thickness of the plank below the upper side of the beams, the under side of the
plank will be represented also. But, as this deck does not run quite forward or aft as the other
decks, we must next determine on the length of it; therefore, let the after beam be placed at
a sufficient distance from aft, to admit of the bread room’s being of a proper size for the ship,
which will be under that beam of the gun deck that comes at the second port from aft.
The after beam being drawn in, proceed to space the other beams, placing them exactly
under those of the gun deck, and that which comes under the second beam from forward of
the gun deck may terminate the fore part of the orlop.. Draw the limber strake, by setting
off its thickness above the cutting down line, and drawing a curve parallel thereto, it will be
represented. That part of the orlop which is over the after magazine, spirit room, and fish
room, and that likewise which is over the fore magazine is laid with thicker plank than the rest
of the deck, and rabbetted, for the better security of those places. The plank is likewise laid
over the beams, and a wet lining of slit deal over that; but, amidships, from the fore part of
the spirit room, to the aft part of the foremost magazine, the beams are laid flush with the
surface of the deck, sometimes one inch above, and the flat is rabbetted in from one beam
to another.
Therefore, to represent the orlop as just. described, we must determine on the different apart-
ments above mentioned; letting the aft side of the after beam be the aft side of the after
magazine; thence draw the bulk-head down to the limber strake; and the fore side of the
after magazine, as in the Dimensions, drawing that bulk-head likewise, which will also form the
aft side of the fish room; then the fore side of the fish room, as in the Dimensions, may be
drawn, which will also represent the aft side of the spirit room ; then the fore side of the spirit
room may be drawn in like manner. From the fore side of the fifth beam quite aft, the deck
will now be represented by the two lines already drawn, and the upper side .of the beams by
the lower line. |
Now proceed to the fore part of the orlop, letting the fore side of the after bitts be the aft
part of the foremost.magazine, drawing the bulk-head thereof; thence to the foremost end of
the orlop, the plank and beams will be represented in the manner described for the after part
. Oo
282 OF DELINEATING THE [Boox II,
of the orlop; the midship part of the deck will be represented by letting the upper line be the
upper side of the plank, and likewise the upper side of the beams, unless when the beams are
left up above the flat; and, the lower. line will represent the lower edge of the flat, only drawing
it from beam to beam, and without passing through them. .
The hatchways, &c. may now be represented on the orlop, with the main, fore, and after,
hatchways, exactly under those of the gun deck; there must be one over the fish room, and
one over the spirit room; there must also be two scuttles on the starboard side, over the after
magazine, for the passages to the magazine and light room; there must also be one afore the
fourth beam from forward, on the starboard side, for the passage to the fore magazine, and
one abaft the second beam, on the larboard side, for the passage to the light room.
The bulk-heads for the fore and after parts of the well may now be drawn from the lower
deck beams to the orlop, and loovered; thence to the limber strake in the hold they are solid.
The shot lockers may also ‘be represented, one afore, and one abaft the well; there should also
be one abaft the foremost magazine, under the platform of the gunner’s, the boatswain’s, and
the carpenter’s store-rooms, The steps for the masts may be drawn in by continuing their
centres down to the limber strake; and, also, two crutches abaft the mizen step, divided
equally between that and the after part of the cutting down; the breast-hooks, five in number,
may also be ‘drawn below the lower deck ‘hook, and all equally divided between that and ‘the
fore step.
Thus will every part of the Inboard Works be described in profile, together with the outboard
works, and the body and half-breadth plans. It therefore remains for us only to add an ex-
planation of the methods ‘made use of in constructing plans of the decks, &c. in order to exhibit
the various apartments and accommodations to be erected in the internal completion of the
ship, which is, consequently, given in the following section.
§ 8. INSTRUCTIONS FOR DELINEATING PLANS OF THE DECKS, &c.
First take, from the sheer plan, the heights, at every timber, of each deck at the side, and
set them up square, or transfer them, from ‘the base line in the body ‘plan to intersect their
corresponding timbers represented by the ticked curves in the body plan, Plate 1.
Then, upon the paper for each plan, draw.a middle line; and, from the sheer plan, square up
the stations of all the square timbers. Next take, from the body plan on Plate 1, the half
breadth of each timber at the height of the deck intended to be drawn; set this off, on each side
of the middle line, at its respective timber.and plan; then square down, from the sheer plan,
where the deck intersects the aft side of the stem and fore side of the stern-post, at the rabbet,
upon the deck plan; and, on those lines, set off half of the thickness of the stem and stern-post.
A curve drawn through those spots will give the boundary of the deck to the outside of the
timbers. Within this line set off the moulding or substance of the timbers, and it will give the
line by which the length of the beams will be determined.
Cuapr. HI.) PLANS OF DECKS, &€, 283
Upon each plan square down, from the sheer plan, the fore and aft sides of all the ports; and,
from the profile, (Plate 4.) the fore side and aft side of all the beams: then square them athwart
from the middle line. 3
As the fittings up on each deck are very different, it becomes necessary to describe each deck
separately. But, as the sides of all are nearly alike, it has been deemed sufficient, in our
draughts, (Plates 5 and 6.) to give one side only. Wherever there is a difference, it will be
found described in these instructions.
To the middle line of the plan of the Guy, or Lower Deck, (Plate 5.) square down, from the
profile, the centres of the masts, the capstans, pumps, riding and other bitts, hatchways,
ladderways, scuttles, and riders.
Draw in the mast partners, placing them on each side of the middle line, agreeably to the
dimensions; and, at the mizen mast, the step only. Draw in the riding bitts, on each side of
the middle line, with their cross-pieces, according to the dimensions; likewise the standards,
the foremost of which form the partners of the foremast. Between the standards are two cap
scuttles, for the convenience of handing any thing up from the gunner’s store room, &c.
Before the foremast is the manger, which should be as large as possible, reserving room for the
foremost gun, and of sufficient height under the bowsprit. Now draw in the bowsprit step
close before the foremast partners. Then draw in the framing of the fore hatchway, and the
ladderway before it, agreeably to the dimensions. The partners of the fore jear capstan may
next be drawn, placing the coamings equally from the middle line, and sufficiently clear for
lowering the capstan freely between them.
- The main hatchway may next be framed, agreeably to the dimensions.
The main jeer and top-sail-sheet bitts are to be represented so that their insides may plumb
with the centre of the pumps. ‘The inner cases of the pumps must not wound the main partners
more than can be avoided. The rhodings and winches of the pumps and pump pillars may
next be drawn. The step and pall rim of the main jear capstan and the framing of the after
hatchway, the hatchway over the fish room, and ladderway to the cockpit, may now be drawn
agreeably to the dimensions; likewise a cap scuttle on the starboard side, over the powder-
room passage, for the conveyance of cartridges, and another over the bread room, on the
larboard side; also, one close aft, on the starboard side, over Lady’s hole. In the midships
are to be drawn the standards against the transoms.
On our plan of this deck we have endeavoured to shew the nature of framing the deck, and
have likewise represented the knees and riders, shewing the iron lodging knees behind them,
which are fayed to the timbers, and having before them a filling, making flush with the clamp.
The Carlings are also shewn in tiers, as directed in the table of dimensions; as, likewise, the
ledges. ‘The binding strakes, with their butts, are shifted so as to give the most strength in the
atchways; and, upon the inner strake, all the stopper bolts are represented.
~The Ortop Pian, and works in the hold, next claim our attention; therefore, to the middle
line of the orlop plan, square down from the profile the centres of the masts, the heels of the
riding bitts, the hatchways, and scuttles.
Then sweep in the size of the foremast and mainmast, at the middle line, and draw in the
hatchways of the same size as on the lower deck. ‘The scuttles may likewise be represented.
284 OF DELINEATING THE {Boox IT.
The after scuttles are two in number, abreast of each other, one to the light room, the other
to the powder room. ‘The next scuttle forward is in the middle line, and over the fish room ;
and the next before is a large scuttle, in two flaps, over the spirit room, with a shifting carling
in the middle. ‘The next scuttle is before the fore hatchway, in the middle line, and leads to
the gunner’s stores. There is one on each side before it; that on the larboard side leads to the.
boatswain’s stores, and that on the starboard side to the carpenter’s stores. The next before
these, on the starboard side, is the scuttle to the magazine; and, abreast of it, is a small cap —
scuttle, for the conveyance of cartridges. Forward, on the larboard side, is a scuttle to the
light room. In the wings, also, are scuttles of admission below in the time of action.
The wings are represented and parted from the side by bulkheads, leaving sufficient room
from the side to swing a mall so as to stop a shot hole. Sometimes stantions, instead of a bulk-
head, are put up near each other, and are preferred, particularly in the store rooms.
Next to the wing forward, on the larboard side, is drawn the boatswain’s store room; and,
before that, a sail room. Between the after riding bitts are two doors; the larboard door be
longs to a passage leading to the light-room, and the starboard one to the passage leading to the
gunner’s store-room amidships; and, likewise, to the magazine passage. On the larboard side,
abaft the store room, is a cabin for the boatswain; and, opposite, on the starboard side, is a
cabin for the carpenter. Next before the latter is a store-room for the carpenter.
Close abaft the fore hatchway a sail room is to be drawn amidships; and, abaft it, the sabiateal
room. Between the capstan room and the main hatchway is another sail room. | Abaft the
main hatchway is drawn the continuation of the ue well bia to the size given in the
dimensions.
Into the side, from the fore to the after platform, the wing is to be drawn, as parted off with
stantions; between the stantions are latticed panels, that the side may be kept clear. At the
fore side of the main hatchway, and aft side of the fore hatchway, are to be inserted stantions
for crowning the cables.
On the after platform, the wing is to be continued to hie bulkhead of the steward’s:room; and,
within the wing on the larboard side, at the fore part is to be drawn the marines’ clothing room.
Next abaft it, a slop room, then a cabin for the purser; and, next abaft, a room for his steward,
Directly opposite, on the starboard side, is the surgeon’s cabin; and, next before it, the captain’s
store-room, with double doors. Before the captain’s store-room is that for the first lieutenant.
A bulkhead is to be represented, inclosing the scuttles to the light room and powder room ;
and, between the powder room door and surgeon’s cabin is a dispensary... Abaft the thwartship
bulkhead is a bed place for the purser’s steward, and racks for stowing cheeses separately. Abaft
the whole is the bread-room ; and, just before the transoms, a bulkhead abaft which forms Lady’s
hole. .
Upon this plan it is customary to shew the conveniencies under or in the hold, such as the
light room forward, parted from the grand magazine by a thick bulkhead, in which are the jambs
for fixing the lights and spla-boards for throwing the light more into the magazine. Next abaft
is to be drawn the magazine inclosed by a strong bulkhead; but that part next the wings, or
ship’s side, is made to take down occasionally, in panels. In the fore part of the magazine
amidships, is the filling room; and, abreast of it, are racks for filled cartridges. The palleting,
Cuap. IIT] PLANS OF DECKS, &C, 285
or flat of the magazine, is fitted with square scuttles,. as drawn, to prevent damps. It is parted
from the filling room by stantions and a battened bulkhead. Next abaft the magazine is drawn
a platform, having a store-room for the boatswain, on the larboard side, a store-room for the
gunner, in midships, and one for the carpenter, on the starboard side. Under the platform is
a shot-locker, with a parting bulkhead amidships, and there is a scuttle to each from the
gunnet’s store-room.
Around the main mast are drawn the well and shot-lockers, agreeably to the dimensions.
Under the after platform are drawn the bulkheads which form the spirit-room and fish-room ; abaft
which is the powder-room, with its light room and passages. The powder-room is drawn with
its racks for stowing the filled cartridges, the whole of it being occupied for that purpose.
The plan of the Upper Deck comes next under consideration, therefore, for this, square down
to the middle line, in the first instance, from the profile, the centres of the masts, the capstans,
the jear and top-sail-sheet bitts, hatchways, ladderways, and riders; the fore part of the beak-
head, and the bulk-head ofthe wardroom.
On the plan of this deck draw in the plan of the beak-head, thus: first, draw in the collar
beams or carlings, at the height of the beak-head, to its siding abaft the fore part of the beak-
head, upon which draw in the stantions; observing to keep the two outer stantions to the size of
the round-houses, and so that they may be kept far enough out for the funnel to come clear of
the side. The third stantion from the middle line must be spaced so as to make the bow-chase
port. The next stantion within makes the head door; and, the stantion next the middle line is
made by the large stantion into which the collar carling is tenoned. On the midship side of the
head door is a scuttle over which a flap is hung. The fore tack leads on board through this
scuttle to the.capstan, occasionally. |
The heels of the fore-jear bitts may now be drawn; but observe, that the heels either of the
fore or after ones must cast sufficiently from the middle line to lead the fore tack clear of the
galley, which has a sheeve or roller fitted into it for that purpose.
The partners of the foremast may next be drawn in the same manner as the main part runs.on
"a the gun-deck. Thence aft are to be delineated the cants for the galley, which is inclosed abaft
by two doors.
The fore hatch and ladderway, as likewise the partners of the fore jear capstan, may be repre-
sented as on the lower deck; also the Jadderway and main hatch, the main mast partners, and
after hatchway. The partners for the main jear capstan are represented as those of the fore jear
capstan; and, the framing of the ladderway with gratings abaft, as directed in the table of di-
mensions, likewise the partners of the mizen mast. Draw, athwartships, the bulk-head of the
-ward-room; and, abaft, the rudder head and casing round it, as shewn in the plate. Upon this
plan is to be represented in ticked lines, the tiller and plan of the tiller sweep beneath the upper
deck. A ticked line is likewise to be drawn representing the tiller rope leading fair to the blocks
fitted under the beams in midships; also, another ticked line, directing it upwards to the wheel
upon the quarter deck, to shew that the blocks and wheel are properly placed to keep the
rope clear of the upper deck beams.
Upon the plan of this deck the flat is shifted, having strict regard to the lengths. The flat of
the deck, close to the side, is oak, which is shifted in suitable lengths from twenty to four and
286 OF DELINEATING THE PLANS OF DECKS, &C. [Boox II,
twenty feet, and anchor stocked, or else top and butt, to assist the conversion of the top end.
Between the riders the waterways and first strake are consequently cut off, and abaft the riders
are two iron standards.
From the deck transom to the aft part of the forecastle, excepting next the side, this deck is
laid with deal; and much waste would be made if the butts were not correctly shifted to their
lengths, which will be from thirty-six feet to forty feet. -Under the. forecastle the flat is oak,
consequently of short lengths. Abreast of the galley it is customary to leave a part of two strakes
one inch above the deck, in order to prevent the cook from damaging any part of the deck near
the galley.
The butts of the binding strakes are to be so disposed as to give as much shift as possible to
the hatchways. The binding strakes may be of Kast-country plank, as English plank can hardly
be procured of the lengths required.
The knee under the cat beam prevents the hanging of a door at the aft side of the round-houses;
they are, therefore, represented as inclosed, and so as not to interfere with the foremost gun.
The plan of the forecastle is now to be considered, Upon this plan is shewn the construction
of the fife rail that lets over the heads of the beakhead stantions, with the chase-ports and upper
part of the round-houses. Abaft the latter is to be delmeated the plan of the cathead and cat’s
tail; also the knee abaft the cathead. Amidships is framed a ladderway, and round the foremast
is drawn the fore-top-sail sheet and jear bitts, with the cross-pieces. Abaft the fore mast, on each
side, is shewn a scuttle for the top tackles to lead through to an eye-bolt on the upper deck.
Over the galley amidships are framed the steam gratings; and, between them, coamings for the
chimney funnel. At the aft part of the forecastle is drawn the bellfry bitts, with knees to support
them; and, over the breast beam are drawn the foot rail and stantions. |
Along the waist, at the side, is shewn the plan of the gang boards and fixed gangway.
Upon the plan of the quarter deck, over the breast beam, is to be drawn the plan of the breast
rail and foot rail, with their stantions.
On each side of the main mast, is framed a flat scuttle through which the pumps, &c. may be
lifted; and, abaft the mast, is drawn the brace-bitts. Abaft the brace bitts, on each side, is a
scuttle made use of for leading the main top tackles to an eye-bolt in the upper deck.
The framing of the gratings and ladderway may next be drawn, as directed in the table of
dimensions; and, abaft these, the steering-wheel, with its stantions; then the mizen mast; and, —
abaft that, the bulk-head of the lobby and bed place. Abaft the latter is to be inserted the screen
bulk-head.
There will be no occasion for a drawing or plan of the round-house ; as, besides its beams
and ports, there are only the mizen-top-sail sheet bitts, a companion over the bed place, and
the taffarel knees abaft.
CHAPTER IV.
EXPLANATION OF THE METHODS OF LAYING OFF ALL THE PARTS OF A SHIP ON THE MOULD-
LOFT FLOOR, PREPARATORY TO THE ACTUAL CONSTRUCTION OR BUILDING.
\
Havine now conducted the student through the most difficult parts of the theory, and enabled
him to make those determinations which must be established previous to the construction of a
draught ; having furnished him, also, with all requisite instruction for the delineation of the
several draughts and plans; we now proceed to describe the methods made use of for the deli-
neation of the shape of the different parts of the ship, in their proper size, on the Mould-loft
Floor, with other matters necessary to be known, in order to the actual raising or building of
the ship.
In perusing these Instructions, the Reader will find it requisite continually to refer to the
seven plates of Layine-orr, numbered from 32 to 38, and upon which the name, or description,
of every particular will be found.
§ 1. OF LAYING DOWN THE SHEER, HALF-BREADTH, AND BODY, PLANS.
From a draught designed upon paper, for the purpose of laying it down, and expanding it to
its full size, on the Mould-loft Floor, we must, in the first instance, take off all the dimensions
for laying off the body: and, in the manner that we have shewn, with respect to the dimensions
of bodies in the construction of the draught, take off what scantlings may be wanted, which
will be found in the table of dimensions. ‘These are to be entered in a small book; for, were
the draught used upon the floor, it would disfigure it very much.
The ship which we now propose to lay off, is, as before, the Gieslieracers ship of two decks.
It may, perhaps, be necessary here to premise a few observations ‘relative to the transferring
of lines from one plan to another. The three principal plans are denominated sheer-plan, half-
breadth plan, and body-plan. | In order to facilitate the laying off, and to prove the fairness or
correctness of the various curves, certain operations are performed in which the lines peculiar to
288 OF LAYING DOWN TIE SHEER, [Boox IT.
one plan are transferred to, or shewn.upon, another plan. ‘Thus the lines on the body-plan are
transferred occasionally, some to the sheer-plan, and some to the half-breadth plan; those of the
sheer and half-breadth plan are, in like manner, sometimes transferred to the body-plan: but
there is very seldom any occasion to transfer the lines of the sheer-plan to the half-breadth plan,
nor those of the latter to the former. ‘The sheer-plan is intended to exhibit heights and lengths
on a perpendicular plane or longitudinal section. The half-breadth plan exhibits half the breadth
of those heights and lengths on a horizontal plane ; and the body-plan is compounded of heights,
breadths, and Jengths, on a perpendicular or transverse plane. ‘The lines of the sheer-plan are
transferred to the body-plan by means of their heights taken at various parts on the sheer-plan,
and those same heights measured off as heights upon the body-plan from the base line. If those
heights are set off successively along the base line in the body-plan, they form curves, as the
main-breadth and top-timber line or diagonals as the ribband lines; if they are set off above the
base line, in succession, on the same vertical, they ascertain the places of other‘lines on that —
vertical, as the buttock lines ascertain the places of the timbers. All horizontal lines on the
sheer-plan will be horizontal on the body-plan, as the water lines when parallel to the keel.
The lines of the half-breadth plan are transferred to the body-plan by means of their distances
taken at various parts from the middle line on the half-breadth plan, and those same distances
measured off from the middle line of the body-plan, either in a horizontal or diagonal direction.
If measured off successively along the middle line, they form curves as the boundary of the
floor sweeps. If measured diagonally, they ascertain the places of other lines on that diagonal,
as the timbers are by the diagonals. All lines parallel with the middle line on the halfbreadth
plan are equally parallel with and equidistant from the middle line of the body-plan as the but-
tock lines.
Mould-lofts are seldom long enough to admit the laying off of any Stee: vessel in one length;
in small mould-lofts they must, of course, lay off in three or four lengths. To lay off-in one
length would, also, cause unnecessary waste of time, for many of the perpendiculars of the
fore-body answer alike for the after-body also.
The Mould-loft Floor being cleared, we begin by striking a straight line from one end to the
other, as AB, (plate 1. of laying off) in distance-from the side of the loft about as much as
the keel is deep.
The line A B will represent the upper edge of the rabbet of the keel, in the sheer and body
plans, above which all heights are to be set up; and, it will represent, also, the middle line of
the half-breadth plan. ;
Now, upon the line AB, set off and erect towards the right hand, the foremost perpendicular;
observing to keep in distance from the end sufficient space for the length of the head: and, par-
ticularly if the length of the loft will admit of it, from the foremost perpendicular set off the
station of dead-flat, and two or three timbers abaft it, as (3) (5); then strike in the intermediate
perpendiculars representing the joints of the frame timbers BD F HK MO QSU X, taking
their Room and Space from the draught or table of bodies.
Having erected the perpendiculars, or joints of the frame timbers, descr ibe, in the sheer-plan,
the stem, thus; set up its height from the line AB, and distance at the head from the foremost
Cuar. IV.) HALY-BREADTH, AND BODY PLANS, 239
perpendicular from the table of dimensions, so, likewise, the centre from which the lower part of
the stem is swept; then set off the moulding of the stem, by which the aftside is obtained ;
and, before that sweep-a parallel curve, as far distant from the aftside of the rabbet as the bot-
tom plank is thick; but, if the rabbet is to be in the middle of the stem, it must be laid oif
agreeably to the draught. Inthe 80 gun ship the rabbet is on the aftside.
Take the heights of the lower and upper heights of breadth from the table of bodies, and set
them up on their corresponding timbers in the sheer-plan from the upper edge of the rabbet or
line A B; then, by pinning a batten to those spots, or heights, produce the fair curves of each.
Strike in the out lines of the body plan, that is to say, the middle-line, the side-line, and the
base-line. ‘The base-line may be represented by part of the line A Bin the sheer-plan (on the
floor) and the middle line by one of the midship timbers; or, in small mould lofts, where the
breadth of the loft is not sufficient for the height of the body, the bodies must be laid down length-
ways in the loft; the line A B on the sheer-plan will thenrepresent the middle line of the body,
and one of the midship perpendiculars, or timbers, the base line or upper edge of the rabbet ; above ~
which, both in the sheer and body plans, all heights are set up; as it should be observed,
throughout the whole of laying off, to have as few lines as possible, that there may be the less
confusion.
The body plan in Plate I. is placed on the left hand, as, by so small a scale, it would otherwise
have appeared confused, especially to a beginner; although on the floor, where it is enlarged,
its lines are easily distinguished.
The lower height of breadth line may next be taken from the sheer-plan, by transferring its
heights at the respective timbers to the body plan, above the base line, and striking horizontal
Imes at each of those heights.
Proceed to lay off the main half-breadth line, on the half-breadth plan thus ; take, from the
table of bodies, the main half-breadth of each timber, and set it upon its corresponding timber
from the line A B, now representing the middle line of the half-breadth plan; then, by pinning
a batten to those spots, form the fair curve of the main half-breadth line.- To end this line, the
half thickness (or siding) of the stem must be set off from the middle line of the body plan as ob-
tained by halving what is given in the table of dimensions. ‘Then take the height in the sheer-
_ plan where the lower height of breadth line intersects the aftside of the rabbet of the stem, and
transfer it to the middle line of the body plan; and, at that height, take the half thickness of the
stem from the middle line, and transfer it to the halfbreadth plan, parallel to, and above, the
line A B, or middle line. Then square down upon the line last drawn, the aftside of the rabbet
of the stem at the lower height of breadth, and that spot ends the line. By pinning a batten
to this and the other spots set off, we form the fair curve of the main half-breadth line.
~The lower height of breadth lines having been struck across the body plan, we may next take
off the main half-breadth line and transfer it to the body plan. This is done, by taking off the
main half-breadth at each timber in the half-breadth plan, and setting it off from the middle
line of the body plan upon its corresponding heights.
Now, by taking the length of the lower breadth sweeps from the table of bodies, or as repre-
oe ;
290 OF LAYING DOWN THE SHEER, _[Boox IT.
sented by the line so marked on the half-breadth plan, we set them off from the main half-breadth
at their corresponding heights on the body plan ; thus shortening the height of breadth lines,
on the body plan, to the different lengths necessary to sweep a portion of each timber below
their respective lower breadth lines, as represented in the body plan, by the line termed boundary
of the lower breadth sweeps. in hak
Describe, in the sheer-plan, the heights of the centres for the radius of the floor sweeps, taken
as before directed from the table of bodies ; and, because the lengths of the floor-sweeps are va-
rious, in the 80 gun ship the height of their centres must be set up from the line A B, and-
those respective heights are to be set up above the centre height given at ® in the body plan.
Then, from the table of bodies, the rising half-breadth (or narrowing of the floor-sweeps) may
be set off from the middle line A B, on their corresponding timbers in the half-breadth plan, and ~
form the fair curve marked rising half-breadth ; then, from this line, set off the several half —
breadths of the rising from the middle lines in the body plan, upon the rising breadth at © and
strike up perpendiculars, lines at each half-breadth. Upon these perpendiculars set up the height
of the centre of each floor-sweep, respectively, from the sheer-plan, above the centre height
at ®; by which you will obtain several spots through which if a line be drawn, it will form the
boundary and centres of the floor-sweeps.
Next set off the second diagonal, or ribband near the floor head, from the table of bodies ;
and, also, the several lengths given upon that diagonal from the middle line. From the centre
on the boundary of the floor-sweeps to the spot on the diagonal which corresponds with its re-
spective timber, you obtain the length of every floor-sweep; by which that portion of the body
may be swept at the floor heads. But, if the body of the ship be constructed so that the radii
of the floor-sweeps are of ove given length, you may, af once, set up their centres in the body
plan above the given rising line in the table of bodies.
The other diagonal lines should next be struck in the body plan, taking their heights and
distances from the table of bodies as marked Diag. 1, Diag. 2, Diag. 3, Diag. 4, Diag. 5, and
Diag. 6,in the body plan. Then set off, from the middle line, down each diagonal line, the se-
veral lengths as given in the table of bodies: now pin a pliable batten to the spots set off on
each diagonal, and passing from tne back of the lower breadth sweep to break in fair with the
back of the floor-sweep and thence down to the side of the keel at the rabbet : thus, set off the
half breadth of the keel from the table of dimensions parallel to the middle line in the body
plan, at the base line, and as much below it as the keel is deep. Then set off the half thickness
of whatever the keel tapers forward, from the middle line in the half-breadth plan ; and, at every”
timber, take off the said half thickness of the keel and ‘ransfer it to the body plan, setting it off
from the middle line along the base line. ‘Then, with a pair of compasses, opened to the thick-
ness of the plank of the bottom, fix on and begin the half thickness of the keel and describe an
arch towards the middle line, cutting the base line. Now finish the heel of every timber on the
back of its respective arch. Where the rabbet of the keel and stem rises, take the height above
the line A B, in the sheer-plan, to the intersection of each timber at the ticked line in the mid-
dle of the rabbet, and set them up, above the base line in the body plan, upon the ticked line
Y
Cuar. IV.) - HALF-BREADTH, AND BODY PLANS. 291
that is parallel to the thickness of the bottom plank, within the half thickness of the stem, which ~
gives the spot that ends the heels of those timbers that rise above the straight line of the
rabbet.
The square body being formed, and the timbers below the main breadth run off exactly, con-
formably to the dimensions given, proceed to lay off some fore and aft lines, in a difierent direc-
tion from the diagonal lines, in order to prove the fairness of the body. Set up and strike, in
the body plan, several horizontal lines at equal distances above the base line, and call and dis-
tinguish them by, Wat. 1, Wat. 2, Wat. 3, Wat. 4, Wat. 5. This we would always recommend
to be done in the mould loft, although the water lines of many ships are not parallel with the line
of the keel as they are in the 80-gun ship; for, unless they are parallel with the keel, they can-
* not answer any operation in the laying-off.
Now lay a batten, with a thin edge, well with the line, say Wat. 5, or the upper one; keep-
ing one end of the batten fitted well against the middle line, and mark off, with thin chalk, all
the intersections of the timbers upon the edge of the batten. Then set off the different spots from
the line A B, or middle line, upon their corresponding timbers in the half-breadth plan. Again,
by pinning a batten to those spots, and another spot made at the ending, a fair curve line will be
made by the water line 5.
Observe, when the batten is pinned to the spots, to look along it strictly, and see that its edge
will produce a fair line *.
Now, toend the water-lines upon the half-breadth plan, take the height of Wat. 5, from the
base-line in the body-plan to where it intersects the half thickness of the stem, and set that height
up square from the line A B in'the sheer-plan, to intersect the rabbet of the stem, striking there
a horizontal line to the adjoining perpendicular, and mark it Wat. 5. Set up the heights of all the
water lines in the same manner. ‘Then take the half thickness of the stem, square from the middle
line in the body-plan, at Wat. 5, and set it above and parallel to the line A B (or middle line) in
the half-breadth plan ; again, square down the aft-side of the rabbet ofthe stem at Wat. 5,in the
sheer-plan, upon the line last struck, or half thickness of the stem in the half-breadth plan ; and
that spot is the ending of water line 5.
The water lines all end in the same manner except the lower ones, where the rabbet opens ;
to end which (say Wat. 2,). instead of taking the half thickness of the stem, as before, take the in-
- side of the rabbet square from the middle line in the body plan (at Wat. 2,) and set that off
above, and parallel to, the middle line in the half-breadth plan. Then square down the middle of
the rabbet of the stem, at Wat. 2, in the sheer-plan, upon the line last struck, or half thickness
of the stem at the inside of the rabbet, in the half-breadth plan; and that spot will be the end-
ing of Wat. 2. Where the rabbet does not open, end the water lines against the side of the stem
at the aftside of the rabbet; and, where the rabbet does open, end them at the inside of the
rabbet. ; +
‘The water-lines being run, we may now see if the body requires any alteration ; as, should any
* This is a general observation, which must be attended to throughout; and therefore need not be repeated.
203 OF LAYING DOWN THE SHEER, [Boox II.
of the timbers be found either too full or too sharp for the water-lines, they must be altered
agreeably thereto, For the water-lines cut the timbers in the body-plan so obliquely, as to point
out readily any unfairness ; at the same time, act with the greatest caution, in order to preserve
the true shape of the body as nearly as possible.
We may now prove the heels of the timbers, that they may require no alteration afterwards,
which must be done by the bearding-line ; therefore, set off, from the middle-line in the body-
plan, the half thickness of the outside of the foremost dead-wood, and drop a perpendicular, pa-
rallel to the middle line, This line will represent the bearding line in the body plan. Then fix
a batten well with the bearding line, in the body-plan, keeping the lower end fitted to the base-
line; then mark off all the intersections of the timbers, and set them up from the line A B in
the sheer-plan, on their corresponding timbers. Pin a batten tothe spots set off, and it will form
the line, marked bearding-line, on the sheer-plan.
We have made the half thickness of the stem at the head the half thickness of the dead-wood,
or distance of the bearding-line from the middle line in the body plan; but it may be made more,
as it would thus shorten the heels of the timbers when run down to the stepping or bearding-line.
The heels of the timbers being found to agree with the bearding-line in the body and sheer-
plans :
The water lines, being horizontal sections, proceed to prove the timbers again, by perpendicular
lines or vertical sections ; for, from these sections, we may depend upon the fairness of the body.
Now, strike,in the body plan, perpendicular lines between three and four feet asunder, equally
from the middle line, and mark them Pr. 1, Pr. 2, Pr. 3. Pr. 4. Then place a thin edged batten
with the end fitted well with the base line, and the thin edge well with Pr. 1. (or that next the
middle line in the body plan.) Mark the intersections of the timbers, and transfer them to their
corresponding timbers above the line A B in the sheer-plan ; then set off the same perpendicular
sections on the half-breadth plan, parallel to the line A B, at the same distance from the line
A B, as they are from the middle line in the body plan; and, wherever these perpendicular lines,
on the half-breadth plan, intersect the water lines on the same plan, square them to their corre-
sponding water lines in the sheer-plan; and, where they intersect the main half-breadth line in
the half-breadth plan, square them up to the height of breadth line in the sheer-plan, which
gives the ending of the perpendicular sections on the height of breadth line. Now pin a batten —
through all the spots in the sheer-plan, and you will find the fair carves marked Pr. 1, Pr. 2, &c. —
which represent the shape of the body in a perpendicular direction.
To prove the bow, or close forward, square up an imaginary or proof timber between the fore- }
most timber X and the foremost perpendicular ; then, with a batten, take the heights of the per-
pendicular sections and lower height of breadth line, in the sheer-plan, and set them off in the
body plan, upon their respective perpendiculars. Now take off its intersections with the water
lines and main half-breadth, from the half-breadth plan, and set them off upon their corresponding -
lines in the body plan.
Again, take the radius or length of the main breadth sweep of this proof timber on the
half-breadth plan, and sweep the proof timber below its height of breadth on the body plan;
Cuar. IV.) HALF-BREADTH, AND BODY PLANS, 293
and, to end the heel of it, take the height up the stem where the proof-timber intersects the middle
of the rabbet in the sheer plan, and set it up upon the inside of the rabbet in the body-plan.
Pin a batten to the spots, and the proof-timber will be formed in the body plan.
Having now sufficiently proved the fairness of the body, we may proceed to lay off the
diagonals on the half-breadth plan. .
It may here be observed, that the diagonal lines standing square to the timbers, or nearly so,
upon the body plan, are the least to be depended upon for pointing out any unfairness in the for-
mation of the timbers; because they may really appear as fair lines upon the half-breadth plan
while the body itself is unfair.
Strike, in the body plan, the diagonal lines, or ribbands for framing the ship, and for the places
where the bevellings are to be taken. Then take a thin edged batten and lay its thin edge well
with diagonal 5, (or the upper one) fitting one end to the middle line; then mark, on its edge,
the intersections of all the timbers, and set them up, from the middle line of the half-breadth
plan, on their corresponding timbers ; and, to end it, take the height of the intersection of
diagonal 5 with the half thickness of the stem in the body plan, and transfer it to the sheer-
plan. There strike an horizontal line across the stem; and, where it intersects the aft-side of the
rabbet, square it down to the middle line of the half-breadth plan. ‘Then take the half thick-
ness of the stem from the middle line in the body plan, in the direction of the 5th diagonal line,
and set it off above the middle line of the half-breadth plan, upon the line last squared down, and
that spot ends it. Now pin a batten to all the spots with the spot at the ending, and it will
form the curved line marked diagonal 5, in the half-breadth plan. |
The diagonal lines being run, in a similar manner, we shall, in order to avoid a confusion of
lines, proceed with only one more, say diagonal 2 or ribband at floor head. Lay a batten, as be-
fore, along diagonal 2, fitting one end to the middle line on the body plan: mark the intersection
of the timbers; then set them off on their corresponding timbers, from the middle line, in the half-
breadth plan ; and, as here the rabbet opens, end it. Thus, take the height of the intersections of
diagonal 2, with the inside of the rabbet, in the body plan, and transfer that height up the stem in
the sheer plan. Draw a horizontal line across the rabbet ; and, from the middle line, in the body
plan, take the intersection of diagonal 2 with the inside of the rabbet, in the direction of the
diagonal line, and set it off above, and parallel to, the middle line in the half-breadth plan. Upon
’ the line last struck, square down, from the sheer plan, the intersection of diagonal 2 with the
middle of the rabbet, and that spot will end diagonal 2. A batten is now to be pinned round, as
before, to form the curve of diagonal 2, and so on with the others.
' It may now be readily observed that the ending of a diagonal line and a water line differs
only in taking the half thickness of the stem or inside of the rabbet diagonally or horizontally, as
the line extends.
The cutting down line may now be run in the sheer-plan, taking its heights from the table of
bodies, and setting them up above the line A B, in the sheer-plan, on their corresponding timbers.
A batten, pinned to the spots, will form the curve marked cutting down line, which also represents
the foremost dead-wood, the upper side of which is limited by this line before the foremost floor-
timber. The fore foot and boxing of the stem may now likewise be laid off from the draught.
294 OF LAYING DOWN THE SHEER, [Boox IL.
The body being thus completed, below the lower-breadth line, we may proceed to finish ‘the
square body by laying off the top-side. Describe in the sheer-plan the top-timber line, by set-
ting up the heights, from the table of bodies, above the line A B in the sheer-plan, upon their
corresponding timbers ; except that part of the top-timber line which comes on the curvature of
the bow, as that is liable to be altered from the curve given in the draught, in order to give it the
same appearance on the ship as inthe draught. For, it should be remembered, that the line on
the draft is a line rounding upwards on a plane; whereas the same line, on the ship, will be a
line rounding forwards as wellas upwards. ‘The 80 gun ship, having a beak head, the top-timber
line will alter but little, if any, because it does not go close forward to the stem; but, in order to
see what little difference there may be, proceed to get in the lower edge of the wale (from the ta-
ble of bodies) in the sheer-plan, and transfer those heights to intersect the corresponding timbers
in the body plan, and run aline on the hali-breadth plan from those heights. ‘Then pin a batten
round the last mentioned line, and mark on it the intersections of the timbers and the aft-side of \
the rabbet ; then apply the batten to the wale line in the sheer-plan, keeping the stations of
the timbers, as marked on the batten, well with the stations of the timbers in that plan, for se-
veral timbers afore dead-flat, wherever they will perfectly correspond. Now mark the new sta-
tions of the other timbers, from the spots on the batten, and likewise the new spot for the aft-
side of the rabbet. Level those spots or alterations aft, till they intersect the places of their re-
spective timbers on the sheer-plan, which will give the spots shewing the heights by which the
wale line is to be raised at the respective timbers. The sheer may then be lifted in the same
proportion and its heights transferred to the body plan.
This method of lifting the wale is introduced here merely by way of explanation, and not as
a principle to be strictly adhered to ; for, it is very evident, that, in the 80 gun ship, as well as in
all full bow’d ships, it lifts the wale much too high close forward. The artist must, therefore, in
this instance, be guided by his judgment. But it is always necessary to raise the sheer something
more than is shewn in the draught upon the floor, because it generally requires it on the ship; and,
were this not allowed, the knuckles of the timbers forward would be too low.
Proceed to get in the top-timber line, on the half-breadth plan, by setting off the top timber
half breadth, from the table of bodies, on the corresponding timbers from the middle line on the
half-breadth plan; then pin a batten to the spots, and it will produce the curve marked top
timber half-breadth line.
Take the heights of the upper height of breadth line from the sheer-plan, and transfer fy to
the body plan, striking horizontal lines at every height. Then, upon the same plan, square up
the main half-breadth from the lower to the upper height of breadth lines. Next take the length
of the upper breadth sweeps, from the tables of bodies, and set them off towards the middle line,
from the timbers, as squared up to their respective upper height of breadth lines; and describe
arcs or sweeps upwards.
Take off the top timber half-breadth from the half-breadth plan, and set it off from the middle
line on its corresponding heights in the body plan; then, by forming the hollow, or inflected
curve, passing fair from the back of the upper breadth sweep to intersect the half-breadth spots
set off on the top timber line, each top timber hollow may be kept parallel and continued up te
Crap. IV.) HALF-BREADTH, AND BODY. PLANS, 295
the top of the side, which may be transferred from the sheer plan to the body plan, drawing a
curve at the height of the timber heads and at the top timber lines, observing, that two or three
of the foremost timbers haye a very different curve.
Next, square from the middle line in the body plan, take the intersections of the heads of the
timbers at the top side line, and set them off upon their corresponding timbers, from the middle
line in the half-breadth plan ; seeing that it makes a fair curve. The fore body may now be
said to be formed above the main breadth, by which the whole of the square body will be de-
scribed in the body plan.
The heights of the upper sides of the lower sills of the ports may be run in the sheer-plan,
from the sheer draught, and transferred to their corresponding timbers in the body plan; and
their half breadth thence run in the half-breadth plan.
At the port-sill lines bevellings may be taken; and, as ships are frequently cross-spaled in the
ports, the half breadth at the port-sill line is consequently wanted.
The correct height of the knuckles of the timbers at the beak head next requires attention ;
for, if they were carried too high, the sheer of the ship must be lifted ; or, if kept too low for the
sheer, the timbers must be reduced to raise the knuckles, therefore determine what ‘part of the
sheer strakes shall come well with the knuckles; for, ifwe confine the knuckle at the under side of
the sheer-rail, the upper side of which comes well with the upper side of the sheer-strake, the sheer |
rail being of much less depth than the sheer-strake, it will, consequently, bring the touches of the
knuckles about the middle of the sheer strake, the fore shift of which must then be wrought,
taking a large piece and much labour. It is best to make the inside of the lower edge of the
upper sheer strake form the knuckles of the timbers. To do this, above the top timber line, in
the body plan, square up perpendicular lines at the foremost timber X, and one or two abaft it ;
set off, likewise, the thickness of the sheer strake, parallel thereto, and level it into the timber
at the lower edge of the upper strake. Then from the hollow of the timber square in the lower
edge of the upper sheer strake from its outside; now draw in a line between the lower edge, ‘as
levelled out, and the square line last drawn, and that will determine the knuckle of X. Praceed,
“in the same manner, to find the knuckles of all the timbers abaft the beak head.
Observe, if there is only one sheer strake, or, if the lower edge of the lower sheer strake comes
well with the knuckle, to level in the lower edge, as far as the outside of the plank, below the
sheer strake or strakes; and, thence to the inside of the sheer-strake, draw a line between a
square with the perpendicular line and a square with the hollow of the same timber, and that de-
termines the knuckle of the timbers.
The square body afore dead-flat being now completed, we may proceed to lay off the after
body or square body abaft dead-flat, but, shall only point out such differences as occur at the ex-
tremes of the ship, the midship part being similar in both bodies.
On the line A B, or upper edge of the rabbet, square up the after perpendicular to the left
end of the loft, reserving sufficient room for afterwards laying off the side counter timber, if
the length of the loft will admit of it. . Now, take in, forthe after body, as many of the perpen-
dicular stations of the fore body as may answer to give shift for one or two timbers afore dead-
296 OF LAYING DOWN THE SHEER, [Book II,
flat. We have, in order to make it more clear, laid off the after-body upon another ni
although, as we have before observed, on the floor it would be clear enough,
Proceed with the after-body, represented in Plate 2, as with the fore-body shewn in Plate 1,
to strike a straight line, to represent the upper edge of the rabbet of the keel, and mark it AB.
Square up, from this line, the after perpendicular; reserving, to the left hand, sufficient room
for the after-body. Set forward, from the after perpendicular, the stations of dead-flat, and all the
intermediate stations of the timbers, as (3), (5), 2, 4, 6, 8, 10, &c. taken from the tables of
bodies, and one or two stations before dead-flat, as B, &c. .
Having described the after perpendicular, and those at the joints of the frame timbers in the
sheer-plan, strike in the aftside of the stern-post, taken from the draught or table of dimensions,
and the aftside of the rabbet ; and strike parallel thereto, on the foreside, a line to the thickness
of the bottom plank. , .
Set up the lower and upper height of breadth lines, as taken from the draught or table of
bodies, on their corresponding timbers in the sheer-plan, from the line AB, and run in curves
as before. ,
Draw in the perpendicular and base lines of the body-plan, by squaring up two perpendicu-
lars to the main half-breadth at dead-flat, from the line A B to the left hand, as shewn in Plate 2.
The middle line will be that on the right hand. In the mould-loft, the side line of the fore-body
makes the middle line of the after-body, the bodies towards the lower part crossing each other,
which would appear very confused on the Plate. |
The lower height of breadth line may now be taken from the sheer-plan, and the heights
transferred to the body-plan, striking horizontal lines at each height.
Run in the half-breadth plan, the main half-breadth line from the draught or table of bodies. —
To end this line in the after-body, square down its intersection at the side counter-timber in the
sheer-plan to the half-breadth plan, and where it cuts that line, there it stops.
' The lower height of breadth lines having been struck across the body-plan, take off the main
half-breadth line, from the half-breadth plan, and transfer it to its corresponding height of breadth
lines in the body-plan, from the middle line. Run in upon the half-breadth plan, the lengths of
the. lower-breadth sweeps of the after-body, taken from the tablé of bodies, and form the fair
curve there so called. Then take those lengths from the half-breadth plan, transfer them on
their heights, respectively, in the body-plan, and sweep the timbers below the breadth-line.
Proceed now to obtain the length of the floor-sweeps in the after-body exactly in the same
way as directed for the fore-body, by means of the rising-line and diagonal at floor-head. ” |
Strike in the diagonal-lines; and, on them set down, from the middle-line, the several lengths —
given in the draught or table of bodies, for forming the timbers in the plan of the after-body.
‘Then, by pinning a batten to the spots set off, and round the back of the lower-breadth and
floor-sweeps, continuing it to the side of the keel, the timbers will be formed along the mid-
ships; but, when the timbers begin to rise, or open the rabbet, the lower part will end in the
inside of the rabbet, or the thickness of the bottom within the side of the keel. Those timbers
which come near the after-end of the keel must be ended, by setting off the half-thickness of
Crap. IV.] HALF-BREADTH, AND BODY. PLANS. 207
the keel at the stern-post, in the half-breadth plan, describing the tapering of the keel; and,
within the half-thickness of the keel, set off the thickness of the bottom plank; then, at the cor-
responding timbers, take off the half-breadth to the inside of the rabbet, and set it off on the
‘base-line from the middle-line in the body-plan ; letting every timber end where the inside of its
respective rabbet intersects the base-line.
The square body being formed to the dimensions, strike horizontal lines across the after-body
at the same height as in the fore-body, and mark them Wat. 1, 2, 3, 4, and 5. Then proceed
to run them in the half-breadth plan, as there directed; but, to end them, strike, in the plan of
the after-body, half the thickness of the stern-post athwartships from the middle line; and,
within it, a parallel line to the thickness of the bottom plank; which is the inside of the rabbet.
Then take the height of the water-lines where they intersect the half-thickness of the stern-post,
and transfer them to the stern-post in the sheer-plan, above the line AB, striking horizontal
lines. Square down upon the line AB, or middle line of the half-breadth plan, where each
water-line intersects the foreside of the rabbet in the sheer-plan; but, where the rabbet opens,
square down the intersection of the water-lines with the inside of the rabbet, which is repre-
sented, in the sheer-plan, in the middle of the rabbet at the wing-transom, and about three
_ quarters of an inch before the aftside of the rabbet on the keel, or line AB. On the lines last
squared down, set off, from the line AB, (or middle line of the half-breadth plan,) the half-—
thickness of the post, taken in the direction of the line from the body-plan, where the rabbet
does not open, and to the half-thickness at the inside of the rabbet where it opens. Those spots
will end the water-lines on the half-breadth plan. |
The water-lines being run and made fair in the after-body, examine whether the body or tim-
bers want any altering to the water-lines; for, as observed before, with respect to the fore-body,
the water-lines must be abided by ; because ribband-lines, when run, may appear fair, although
the true shape of the body, on an horizontal surface, may be unfair. The body, as given in
the table, and water-lines, being made to correspond, proceed to prove the heels of the timbers
by the bearding-line ; thus, set off, in the body-plan, the half-thickness of the dead-wood, by
dropping a perpendicular to the base line from the head of the stern-post. Then fix a batten
‘well with the direction of this line, keeping the lower end well with the base line. Mark upon
its edge the intersection of the timbers; then set them up to their corresponding timbers from
the line A B in the sheer-plan. Pin a batten to the spots, and it will form a curve to break in
fair with the foreside of the rabbet of the post. This curve will represent the bearding-line in
the sheer-plan. “The heels of the timbers being found to agree with the bearding-line, from the
fairness of its curve, proceed to prove the timbers by perpendicular or buttock lines. Strike, in
the body-plan, four or five lines, perpendicular to the base line, about three feet asunder, or
equally divided between the outside of the wing-transom and bearding-line, and mark them
Buttock 1, 2, 3, 4, 5. Then, with a thin-edged batten, take the heights of the timbers above the
base line upon each buttock line, and set them up upon their corresponding timbers above the
line AB in the sheer-plan. ‘Where the buttock-lines intersect the water-lines in the half-breadth
plan, square them up to their corresponding water-lines in the sheer-plan; and, if correct, the
same water and buttock lines will be found to intersect on the sheer-plan in that perpendicular.
Qq
298 OF LAYING DOWN THE SHEER, [Book II.
To end the buttock-lines, the upperside of the wing-transom and margin-line must’ be repre-
sented in the several plans. Set up the height of the wing-transom from the table of dimen-
sions, above the line AB in the sheer-plan, and strike a horizontal line at the stern-post ; set up
the same height above the base-line in the body-plan, and strike a horizontal line, across the
body, from its middle line; thence set off the half-breadth of the wing-transom, taken from the
table of dimensions, and, at that place, set down the round of the wing-transom. Now, form
an arch to represent the round-up or upperside of the wing-transom, and set off, below this
curve and parallel to it, a sufficient depth for the tuck-rail or margin-line. Below the horizontal
line, at the height of the upperside of the wing-transom, in the sheer-plan, set down the round
of the wing-transom, and strike another line, parallel to it. Then, in the half-breadth plan,
represent the round-aft or aftside of the wing-transom, thus; square down, from the sheer-plan,
the foreside of the rabbet of the post, at the upperside of the wing-transom at the middle line,
and, upon the line squared down, set off the half-breadth of the wing-transom from the line AB
(or middle line).
At the half-breadth of the wing-transom, on the half-breadth plan, set forward the round-aft
of the wing-transom, and form an arch thence to the middle line. Square up the touch, or
angle made by the wing-transom, at the side, from the half-breadth plan to the lower horizontal
line last struck in the sheer-plan; and, from the spot, strike a right line to the point where the
height of the wing-transom at the middle line intersects the foreside of the rabbet ; the line last
struck represents the upperside of the wing transom in the sheer-plan.
The margin line may now be described in the sheer-plan, thus; take the depth of the margin
line from the body-plan, and set it off below the upperside of the wing-transom last shewn in
the sheer-plan ; strike a line parallel to it, which will shew the height of the. margin line in the
sheer-plan. Then join the two lines, representing respectively the height of wing-transom and
margin line on the sheer-plan, by a line drawn parallel with the foreside of the rabbet of the
post. The margin line must now be shewn in the half-breadth plan, by squaring it down from
the sheer-plan, and making it parallel to the aftside of the transom shewn in the half-breadth
plan; the distance, however small, being equal to the rake of the rabbet in the depth of the
tuck-rail or margin. .
The margin line being shewn in every plan, we may proceed to end the buttock lines in the
sheer-plan, thus; take off the distances of the buttock lines square from the middle line in the
body-plan, and set off the same from the middle line AB in the half-breadth plan, striking lines,
parallel thereto, from the aftside of the wing-transom to the after square timber, by which the
buttock lines will be represented in the half-breadth plan; then, where these buttock lines inter-
sect the margin line in the half-breadth plan, square up spots to the margin line in the sheer-
plan, which spots will give the true ending of the buttock lines; now pin a batten to the spots
before set off and to that last squared up at the ending of the buttock lines, which will produce
fair curves representing the body cut in that direction in the sheer-plan.
Then, if the buttock lines prove fair, the timbers in the after-body will be fair; and, likewise,
the after-part of the water lines in the half-breadth plan: but, if the buttock lines, to be made
fair curves, require alteration from the spots before set off, then must the timbers be altered
Cuar. IV.] HALF-BREADTH, AND BODY PLANS. 299
accordingly ; and, consequently, the water lines. But now, to prove the fairness of the buttock,
or body close aft, strike in one or two imaginary or proof-timbers, equally between the after-
timber and wing-transom at the side, represented by the ticked lines in the sheer-plan, Plate 2
Fit a thin-edged batten to these lines, and one end well with the upper edge of the rabbet or
line AB; mark on the edge the intersections of all the buttock lines and bearding line; then
set up those heights in the body-plan, above the base line, upon each corresponding buttock line
and bearding line; take, also, the intersections of the water-lines with the proof-timbers in the
half-breadth plan, and transfer them to their respective water lines in the body-plan; but, as
these timbers cross the stern-post, we must, to find their heels, take the heights where they inter-
sect the inside line of the rabbet on the sheer-plan, and set them above the same line, in the
body-plan, to intersect the inside of the rabbet represented there ; now pin a batten through the
spots before set off, and this at the heel will form the ticked timbers shewn in the body-plan,
and will discover whether any alteration be necessary abaft.
Having now sufficiently proved the fairness of the after-body, we may proceed to lay off the
diagonals on the half-breadth plan; that is to say, the diagonals to which the ribbands are to
correspond, as observed for the fore-body, thus; fit a thin-edged batten, say to diagonal 5, or
ribband at the third futtock-head ; let one end be kept well at the middle line in the body-plan,
and mark on its thin edge the intersections of the timbers which are to be set off on their cor-
responding timbers from the middle line A B in the half-breadth plan,
_ The ribband at the third futtock-head, or diagonal 5, coming upon the wing-transom, to end
it, requires its distance to be taken square, from the middle line in the body-plan, to where it
intersects the margin line; and, that distance to be set off square from the middle line AB, in
the half-breadth plan. To intersect the margin line there, continue its intersection ont parallel
to one of the square timbers, or square from the middle lme AB; then take the distance from
the middle line, in the body-plan, to its intersection with the margin line in the direction of
diagonal 5, and set it off square from the middle line AB, in the half-breadth plan, on the line
last squared out, and that spot gives the ending of diagonal 5. Then pin a batten to the spots
before set off, and this spot at the ending, and diagonal 5 rah be represented in the half-
breadth plan.
_ To prevent a confusion of lines, we shall only complete aie 2, or ribband at the floor-
head. ‘The process is the same as before; but, to end it as it opens the rabbet, take the height
of its intersection at the inside of the rabbet of the post, square from the base line in the body-
plan, and set it off in the same direction from the line AB in the sheer-plan, to intersect the
inside of the rabbet of the post; then square down this intersection, to the middle line of the
halfbreadth plan: again, take the half-thickness of the post, in the direction of the said diago-
nal, to the inside of the rabbet, and set it off from the middle line AB, on the line last squared
down in the half-breadth plan, and that spot will end it.
Where the rabbet does not open, the heights of the diagonals, where they intersect the half.
thickness of the post in the body-plan, are transferred to intersect the foreside of the rabbet in
the sheer-plan, and thence squared down to the middle-line AB in the half-breadth plan: The
half-thickness of the post is then diagonally taken, from the middle line in the body-plan, and
300 OF MAKING THE MOULDs, &c. [Boox II.
set up from the middle line AB, in the halfbreadth plan, upon the foreside of the rabbet last
squared down; thus ends any diagonal when the rabbet does not open, The diagonals may now
be considered as run.
THE CUTTING-DOWN LINE may next be run in the sheer-plan, by setting up the heights given
in the tables of bodies, and pinning a batten thereto. ‘This line also represents. the after dead-
wood, the upperside of which it hmits,
The after-body being completed; under the lower-breadth line, proceed to. finish the after
square-body, by laying off the topside.
Describe, in the sheer-plan, the.toptimber line and topside line, taking their heights from the
tables of bodies, and settg them above the line A.B, in the sheer-plan, on their corresponding
timbers. Pin a batten to the spots set off, and produce the curves marked toptimber line and
topside. But where mould-lofts are not broad enough, the heights must be set up sine such a
number of feet added as may be convenient: |
Transfer the heights of the upperbreadth line, toptimber line, and. topside line, ‘den the sheer-
plan to the after body-plan, striking horizontal lines across the body at each height ; then square
up the main halfbreadths, from the lower to the upper height of breadth lines, in the erbadys
plan.
Run the toptimber half-breadth line, in the half-breadth plan, from the tables of bodies, and }
pin a batten to form the fair curve marked toptimber half-breadth line. Then transfer those
half-breadths to their corresponding lines in the body-plan by making of dots.
Now take the length of the upper-breadth sweeps, which is the sameas in the fore-body, and
describe arcs above each corresponding upper height of breadth line in the body-plan ; then form
an easy hollow or inflected curve, as in the fore-body, to pass fair from the back of the arcs
already swept, so as to intersect the spots at the toptimber half-breadth. The hollow or tumbling-
home, as at dead-flat, should be preserved the same in both bodies, and all kept parallel, except
quite forward and aft, and so continued to the top of the side.
The heights of the wpper sides of the lower sills of the ports may be run in the sheer-plan,
from the sheer-draught, forming the curves marked upper port-sill line and lower port-sill line,
Transfer those heights to theit corresponding timbers, in the body-plan; and thence transfer
their half-breadths to the half-breadth plan, and form the curves, there marked upper port.sill
line and lower port-sill line, ending them similar to a diagonal line. We have only run the —
upper port-sill line in our draught, in order to avoid confusion in the half-breadth plan.
The sheer, half-breadth, and body plans are now laid off ready for forming the different i
of the ship depending on the square bodies,
§ 2. OF THE MOULDS NECESSARY TO BE MADE FROM THE PARTS WHICH ARE ALREADY LAID DOWN,
AND OF THEIR PRACTICAL APPLICATION TO THE MOULDING UF THE TIMBERS. (Plate 1.) |
Tue square bodies being Jaid down, we may now proceed to make the moulds; in order to get
the timbers cut as far as the square timbers extend,
Cua. IV.) OF MAKING THE MOULDS, &c. S01
The first mould may be made to the roreroor (Fig. 1.), or foremost piece of keel, which
is limited on the after-part of the upper side by the upper edge of the keel, and, on the fore-part
of the upper side, by the diagonal ticked line that breaks forward into the aftside of the stem,
by the fore-part of the forefoot, and the lower part by the underside of the keel. The after end
may extend to about two frames abaft, where the curve of the rabbet breaks into a straight line,
The stations of the timbers may all be marked upon the mould, and. likewise the direction of
the straight line representing the upper edge of the rabbet.
A mould may be made to the rorEmost DEAD-woop (Fig. 2, though it is seldom done), the
upperside of which is limited by the cutting-down line, and the lower part; by the upperside of
the forefoot, marking on it all the stations of the timbers.
The mould made for the arrer DEAD-woop (Fig. 3.) is limited on the upper part by the cut-
ting-down line, on the lower part by the upper edge of the keel, the after end by the foreside
of the inner post, and the foremost end by the aftside of the after floor. This mould is generally
made to regulate the whole of the after dead-wood when the different pieces (as shewn by the
ticked lines) are tabled together; it contains, likewise, the mould for the dead-wood knee ; and,
also, one for the piece of dead-wood that comes upon it. Upon the after dead-wood mould are
fastened battens, with one edge straight, to correspond with the stations of the square timbers;
the other edge is formed to the moulding edge of the timber, which gives the half-thickness of
the dead-wood below the stepping or bearding-line marked upon the mould. ‘To make this
mould more convenient, let it be in two parts, separating lengthways at the line shewn at about
half of its depth.
We may now proceed to the MouLDs OF THE SQUARE-TIMBERS, Which are to be made from the
body-plan; in order to which, we must first set off the scantling of the timbers, the moulding
Way, at every head, at dead-flat, and, by drawing a curve to pass through the several spots,
the scantling-line, or inner edge of timber dead-flat, will be described, as the ticked line in the
fore body-plan, Plate I.
THE MIDSHIP FLOOR-MOULDs may now be made, proceeding in the following manner. (Fig. 4.).
_ Make a mould, the outside of which shall fay to the timber dead-flat, from about a foot above
the floor-head down to where the height of the rising, when levelled out, shall intersect ; and
thence, to about a foot beyond the middle line, the mould to fay to the horizontal line or rismg
at dead-flat: ‘The inside of the mould, at the upper part, must. be made to the scantling-line,
and the inner part may run parallel to the outside. Then, upon this mould, when lying in its
place, mark the middle line of the body-plan, the station of the floor-head, second diagonal or
floor-ribband, and lower diagonal. At the last place we shall find the mould not to fay to the
line of dead-flat ; we must, therefore, apply a small square to the outside of the mould, in order
to get the true station of the lower diagonal; this being done, we may provide another mould,
exactly similar to the former, with the same marked upon it, only observing to mark the con-
trary side. In the next place, provide a batten, about four inches wide, and of a length suffi-
cient to take the height of the cutting-down line at the after floor-timber; then fit one end to
the cutting-down line, and mark on the batten where the upper edge of the rabbet intersects
at every timber from dead-flat as far forward as the feremost floor, and from dead-flat as far aft
302 OF MAKING THE MOULDS, &c. [Boox II.
as the after-floor in the sheer-plan ; observing to mark the after-body on one side, and the fore-
body on the other. This batten is called the cutting-down batten.
Now provide a square, the arm of which shall be sufficiently long to take the height of the
rising, a little abaft the bearing of the ship. Apply one arm of this square to the horizontal
line at the rising of dead-flat, in the body-plan, and, upon the other arm, mark the base line or
upper edge of the rabbet: then, in the same manner, apply the square to every one of the
horizontal lines at the rising of each timber, marking the base line on the other arm of the
square; and marking, also, the fore-body on one side and the after-body on the other; which
being done, it is termed the risinc-square. It is then customary to make a slight mould to that
part of the floor extending from the side of the keel to the back of the floor-sweep, which the
floor-mould does not take. This is termed the rLoor-HOLLow, and upon it must be marked the
side of the keel, and the lower diagonal. Sometimes, from the back of the floor-sweep to the
side of the keel, the timber is finished by a hissed line. The floor hollow mould is then, of
course, not wanted.
The floor-moulds of dead-flat may now be applied to the body-plan, to see how many floors —
may be moulded by them. Were all the radii of the floor-sweeps of one length, all the floors
that sweep at the heads might, of course, be moulded by these moulds: but, if the radius of
each floor-sweep increases in length as the floors go forward or aft (which is generally the case
in the present mode of construction, particularly in the Navy,) the moulds of dead-flat will only
mould the floors in the fullest part of the body.
Take one of the floor-moulds, and lay it on the fore body-plan, beginning from the foremost
floor that is swept, applying the mould to every floor till the head of the mould will fay to the
swept part of the floor below the head, the straight part of the mould at the same time lying
in an horizontal position, which will be the farthest from dead-flat that can be moulded by the ©
moulds of dead-flat ; (this, in the eighty-gun ship, we shall find to be F in the fore-body and
14 in the after-body ;) then, upon the mould, as it lies in the above position, mark on it the sta-
tions of the floor-head, second diagonal or floor-ribband, and lower diagonal; likewise the mid-
dle line of the body-plan, marking the name of each floor at its respective place. Now take the
rising-square, and apply one arm of it to the under part of the mould; and, on the other arm,
mark the base line, or upper edge of the rabbet in the body-plan, marking there the name of
the floor also. This method of crossing, or marking, the rising-square, is only necessary when
the radii of the floor-sweeps differ in length, as in the body of the eighty-gun ship; for, until
the floor-mould is made, and thus applied to the body-plan, it cannot be ascertained what height
the rising of each floor will be. This being done, proceed to place the mould to the next floor-
timber, and act in the same manner as before, and so on with every intermediate floor between
that and dead-flat. In applying the mould to the different floors, the respective stations of the
floor-head, floor-ribband, lower diagonal, and middle line, will fall regularly between the stations
of dead-flat and the farthest floor marked on the mould, which will prove that the body is laid
down fairly in that part; then take the othey mould, and mark all the stations upon it, similar
to the first, observing to mark it on the contrary side. .
The floor-moulds are now only marked on one side, which is for the fore-body ; take, there-
Crap. IV.) OF MAKING THE MOULDS, &C. _ 803
fore, one of them, and apply the blank side upwards to the after-body, marking on it as many
floors as we shall find it answer to, by acting in the same manner as directed for the fore body,
which we shall find to be from ® to 14, as before observed; and, likewise, mark the blank side
of the other mould answerable thereto. These two moulds will then be finished ; having all the
floor-timbers marked upon them that can be moulded by them. There must also be a floor
hollow mould, or moulds, made to:complete each floor, to the side of the keel that is marked on
the floor moulds. |
The moulds being made for moulding the midship-floors,; we may proceed to make moulds to
those afore and abaft, which may all be upon one mould as follows (Fig. 5.). Provide a thin
board, which must be made to fay to G, (the next floor timber where the midship mould takes)
from the floor head down to the side of the keel, and make it of a parallel width, about four
inches. Provide another board, fay it to the after floor 28, from the head to the side of the
keel, and make it to the same width. ‘Then lay them both in their places, and nail a piece of
board made parallel to the half breadth of the keel, its midship edge well with the middle line;
the lower end of this must be cut square, and be well with the base-line: the upper end is to ex-
tend, at least, above the cutting-down of the after-floor. Now nail a strait batten, about four
inches wide, at the floor-head, from one to the other; the upper edge well with the direction of
the floor-head. Let battens of the same width be nailed across, with their upper edges kept
well with the floor ribband, and one at the lower diagonal, and as many between as may be
thought necessary. Let these battens be about three inches wide, which will distinguish them
from the former ones, as they shew the proper stations of the diagonals, and, likewise, the di-
rection of the floor-heads. Then, upon these cross-battens, must be marked the intermediate
floors ; and their cutting down must be marked on the board, in the middle, from which board
to that representing the after floor, fix one or two battens as braces. There must be outside
pieces and battens put together, exactly in the same manner,, for the other side of the ship; and
the same lines correctly transferred to the other side. These two moulds may then be united
together, at the middle line, by hinges; so as to shut together and be more handy for use.
The mould may now be said to be finished for moulding the floors of the fore body.
We may next lay the blank side of the mould upon the after body; and, if the diagonal lines
be similar to those of the fore body, the after floors may be marked across the mould as before ;
but, if the diagonal lines be not similar to those of the fore body, it will then be best to make
another floor mould for the after body. . Moulds, similar to-the latter, are mostly made to the
midship floors, and with a horizontal line, or thin board, across the mould about one foot or
eighteen inches above the upper side of the rabbet, as shewn in Fig. 5, which being rased cor-
rectly across each floor timber, will answer to let them down and level the floors by.
The floor moulds being completed, we may now proceed to the Lower Furrocx Moutps,
beginning with dead-flat, (Fig. 6.).. Make a mould to the line of dead-flat in the same manner
as the first floor mould, only letting the upper part of the mould be long enough to reach about
one foot above the first futtock-head. The most exact way is to mark out this mould below the
floor-head by one of those floor moulds; then lay it to the line of dead-flat,. and mark upon it the
side of the keel, the lower diagonal, second diagonal, third diagonal, or lower futtock ribband,
304 OF MAKING THE MOULDS, &C. [Boox II,
and lower futtock head ; then, at the side of the keel, take the distance from the under side of the
mould to the base line, and mark the spiling. The mould may next be tried to the adjoining
timbers farther forward, and those to which it will fay from the lower futtock-head to the lower
part of the floor-sweep, may be moulded by the same mould, and their respective diagonals and
head be marked thereon, with the line for the side of the keel; and, likewise, the spiling there,
from the upper edge of the rabbet to the under side ofthe mould: the mould will then be finished
on that side, and the same marks and spilings must be transferred to the other side; it willthen —
mould the timbers which are marked on it for both sides of the ship, Proceed, in the same
manner, to make another mould for the after body; marking as many timbers on it as the mould
would fay to, and observing the same restrictions as before.
The Lower Furrocks, which are before and abaft those on the midship mould, are contrived
various ways; some put them all upon one mould, made with battens, as Fig. 7. To moulds
made in this manner, in order to prevent racking, it is necessary to place battens at angles with
those that lie in the direction of the diagonals. We cannot, however, recommend this method
of making moulds, as it is liable to some error; for the workmen, in pinning the batten to the
given spots are sometimes incorrect, and there will consequently be a deviation from the true
moulding. The best and surest way is, to make one slight mould of seasoned stuff, to every
two timbers; the outside edge faying to the frame timber, and the inside edge to the filling
timber, (Fig. 8.) but, if saving of stuff and time be considered as an object, make the edges of
the mould fay to two frame timbers, and set down spilings to the filling-timbers adjoining, at
every diagonal, and also at head and heel, as Fig. 9
The Seconp Furrocx Movutps may be next ne Make a mould to the line of dead-flat,
to extend from the floor-head to the second futtock-head, and let the inside be made to the
scantling-line; mark, upon this mould, the second futtock-heel, the third diagonal, first futtock-
head, fourth diagonal, or second futtock-ribband, and second futtock-head; apply the mould to
the other timbers afore dead-flat; and, as many as it will conveniently take, by being moved
upwards or downwards, mark thereon; then transfer the whole to the other side. Make another,
also, to the after-body, to the scantling line, marking the same diagonals, &c. as on the other.
Then the moulds for the timbers, which are not upon these two moulds, both afore and abaft,
may contain two timbers upon one slight mould, (Fig. 8.).. Upon these moulds must also be
marked the diagonals, heads, and heels; and, it will be likewise necessary, to mark in figures,
at every head, &c. the scantling or size of the timber the moulding way, as in Fig. 8. Frame-
moulds are made by some to take all the second futtocks at once in the square-body, as Fig. 10.
Indeed, the first description of moulds, (such as Fig. 4 and 6.) will answer but to little
purpose except in vessels whose timbers are nearly whole moulded; but, as this mode of con-
struction has been, of late years, very justly exploded, and is now very seldom used, except in
boats of burthen, (See the Long Boat, Plate 29.) here alone, the main breadth being mostly at_
a parallel height with the rising, and its radius of one length, all the timbers in the square bodies
may be moulded by the floor mould and lower futtock mould as first described in Fig. 5 and 6.
~ Proceed now to the Tamp Furrocx Mov tps, which, as they are exactly similar to those of
the second futtocks, require no particular description, only observing that they come on the
2
Cuar. IV.} OF MAKING THE MOULDS, &C. 305
heads of the lower futtocks, and extend to the third futtock-head ; we must therefore mark on
them the third futtock heel, the fourth diagonal, second futtock-head, fifth diagonal, or third
fattock ribband, and third futtock-head. (Fig. 11.) - |
The Fourts Futrocxs next demand our attention; the making of moulds for which requires
a little consideration; for, as they are the longest futtocks in the ship, and, likewise, of a very
different shape from any of the rest, they are, consequently, more troublesome to mould.
Some artists employ more stuff and time about these moulds than all the others in the ship; but
we shall shew a method that is practised by the more skilful, whereby may be moulded, by one
mould, nearly all the fourth futtocks in the fore body. Let the mould be made to the line of
dead-flat (Fig. 12.), in length from the second futtock-head to the fourth futtock-head, or top of
the side, and two or three feet longer, to take the timbers afore dead-flat. The inside of the
upper part is to be made to the scantling-line. Lay the mould in its place, and mark upon it
the head, or top of the side, the upper and lower heights of breadth, and port-sill lines, or level
lines, between the upper height of breadth and topside and toptimber line; and, below the
breadth, the third futtock-head, the fifth diagonal, and the heel, which will complete it for
dead-flat. Place the upper part of the mould to the foremost timber of the square-body, and
we shall find it to fay from the main breadth upwards (as it will likewise to all the timbers between
| this and dead-flat, in consequence of the radii of the upper-breadth-sweeps being all of one length) ;
then, while the mould is in this position, if it covers that part of the timber from the main
breadth downwards to the fourth futtock-heel, the fourth futtock of this timber may be moulded
by this mould, as it may then be consequently marked on it; but, if not, then the mould must
be moved to the next timbers aft, placing it after the same manner, until the timber is found to
which it will mould, as described above: then mark on the mould, the lower and upper breadths,
topside, &c. of each timber. While the moulds lie well to the timber above the breadth, take
the third futtock-mould of each timber respectively, keeping the heel of the third futtock-mould
well with the third futtock-heel of each timber ; then mark it by: this on the fourth futtock-mould,
and also mark the diagonals, &c. from it as it lies.
Now see if the mould fays to the line of the timber at the head (as the tumble home is less
forward and abaft than in the midships) and where it does not fay, measure the distance from
- the mould to the line of the timber, on a square, and-set it down in figures at the head marked
on the mould; this being done to all the intermediate timbers, the mould may be said to be
complete on that side; when so done, it will be necessary to have a small hole made square
through the mould at every sirmark, upon every timber, by which means the true shape of the
lines and places of the sirmarks may be transferred to the other side of the mould, and likewise
upon the timbers when moulding.
In the same manner must be formed another mould, made to dead-tlat, for the after-body;
and, as many timbers as it will take there mark upon it. Those timbers of the square body,
forward and abaft, that will not come upon the moulds of dead-flat, on account of their being
so crooked at the heel, may be marked upon one mould to each body, proceeding as before,
only making the mould sufficiently broad at the lower end to take the most crooked timbers
Rr
306 OF MAKING THE MOULDS, &C. [Book If.
thereon. The different methods of making moulds being already described, it only remains to
make choice of that which is most convenient.
The Tortimzer Mouups (Fig. 13.) may next be made; in order to which, let a mould fay to
the line of dead-flat, and the inside to the scantling line, to extend in length from the top timber-
heel to above five or six feet above the toptimber line; let there be marked on it the toptimber
- line and top side, the upper and lower heights of breadth, portsill line and level lines between,
and likewise the toptimber heel, which is all that will be wanting for dead-flat. In the next
place, make a slight mould to fay to the hollow of the top-side, in length from the head of the
mould already made, to about nine inches below where the hollow breaks in with the upper-
breadth sweep, but keeping its own fair curve; this mould is called the Tor-timpzer Hoxtow.
(Fig. 14.) By these two moulds all the top-timbers of the square-body may be moulded.
The top-timber mould, being the same with the upper part of the fourth futtock-mould, will
therefore fay to all the square-timbers in the same manner; but, as the upper part of the top-
timbers amidships (in some ships) tumble home much more than they do forward and aft, it
consequently follows, that the mould at the upper part will be farther off from the line of the
timbers, as it goes forward oraft. Place the lower part of the mould well with the after square-
timber; and, as it lies, mark on the mould the heel, the lower and upper heights of breadth,
portsill and level lines, top-timber line, and top of the side; then take the distance, on a square,
of the mould, from the line of the timber at the top-timber line, and mark it down in figures at
the top-timber line marked on the mould; then take the top-timber hollow mould, and move it
up and down till it fays to the hollow of the line that the top-timber mould lies to, and mark the
top-timber line upon it also, and likewise the name of the timber. ‘The position that these two
moulds lie in will then describe the proper shape of the moulding edge of the.timber, and they
must therefore be in that position when the top-timbers are moulded. In. the same manner
proceed with all the intermediate timbers, by which they may all be marked on the moulds,
and likewise mark all the timbers, sirmarks, spilings, &c. on the other side of the moulds. Now
provide another mould to dead-flat, similar to the former; and, acting as before, the timbers of
the after-body may all be marked thereon. Thus may the top-timber moulds be provided for the
whole of the square bodies; or they may be formed by the other methods, if preferred.
As. the foregoing moulds differ in their practical application, it may be necessary here to
describe that difference. The first in order are the floor moulds. Now, to mould the midship
floors by the moulds (Fig. 4.) proceed as follows: Take the two iloor moulds, and lay them on the
timber, placing the end of one over the end of the other, and moving them till the middle lines
of each are exactly well with each other, and the under part of both forms one strait line; they.
then may be confined together in that position by a nail or gimblet, just to hold them together
for the present; then set off, from the middle line on the moulds, the half siding of the keel, at
which place apply the rising-square, keeping the arm which is not marked well with the lower
part of the moulds; then, to the side of the rising-square, apply the cutting-down batten; keeping
the corresponding marks of the floor together. We shall now see whether the piece will make
the floor, by moving the moulds downwards, (taking the greatest care not to alter their position},
Cuap. IV.) OF MAKING THE MOULDS, &C. 307
tillthe upper end of the cutting-down batten is well with the upper side of the piece: then see if
there is wood sufficient for the cutting down and seating, and likewise sufficient wood at the
outside of the moulds at both ends, for moulding according to the dimensions; if there be, the
moulds may be rased by, upon the piece of timber, and, likewise, the sirmarks. Then, by
taking the floor-hollow, and keeping that line on its lower end, marked for the side of the keel,
well with its corresponding mark on the rising-square, and the other end well with the floor-
mould, the true shape of the floor will be described from the head to the side of the keel; by
which means the shape and size of the chocks required to complete the floor may be seen.
Observe, as the cutting-down rises afore and abaft dead-flat, that there is wood sufficient left on
the floor for that bevelling.
_ To mould floors by the frame mould eat to the floors afore and abaft, as Fig. 5, the mould
_ is likewise laid upon the piece, and the line for the intended floor is brought towards the outside
of the piece: then see if there is cutting-down in the piece sufficient for bevelling, and substance
below it for seating. When that is done, if there remains sufficient wood to shape the floor
agreeably to its line on the mould, which is easily seen by marking spots on the piece, cor-
responding with the lines on the battens, and thence observing whether there is wood sufficient
to mould the insideagreeably to the scantlings given. ‘The above-mentioned spots may be made
conspicuous on the piece, and the cutting-down also marked from the mould; then its corre-
sponding first futtock-mould will finish the moulding-edge, or a pliable batten may be pinned to
the spots, and the moulding edge found as low as the piece will admit (so that it is not within
the given substance below the cutting-down); the batten being fair, rase by its edge; and rase
up likewise the sirmarks; and, at those places, set off a square, from the outside already rased,
- the given scantlings, and pin the batten thereto, as also to the cutting-down, and rase by its
edge; the inside of the floor will then be completed.
_ Teo mould the lower futtocks, by the moulds as Fig. 6. After the mould is laid upon the
piece, and you are convinced that the upper part will mould, (and here we must have sufficient
wood left for bevelling as it is standing from the moulding side,) we shall only have to take the
\ floor-hollow of the timber we are going to mould; and, by keeping the floor-ribband diagonal
mark upon it well with the floor-ribband diagonal marked upon the lower futtock-mould, and the
heel in distance from the lower futtock-mould, whatever is marked thereon, the true shape of the
lower futtock will thereby be described.
Those lower futtocks which are to be moulded from framed moulds, as Fig. 7, are moulded
exactly similar as the floors of Fig. 5, last described, as, likewise, are the other futtocks, ifupon
framed moulds.
_ When the futtock-moulds are made with one edge to each timber, as those of the second
futtock, Fig. 8, they are laid upon the piece, and kept well off to the outside edge in second
futtocks ; and, if the piece comes to the mould, see that you have wood left sufficient to answer
the scantlings, the moulding-way, and wood left inside for the bevellings (as second futtocks are
_ under bevellings from their moulding sides): if so, rase by the edge of the mould, and mark by
your sirmarks, or bevelling places, and head and heel; then take off the mould, and set off,
308 OF MAKING THE MOULDS, &C. [Book II.
from the edge already rased, the moulding scantlings, square from the rase at their respective
places; then see if the edge of the mould will not form the inside, by moving it up or down; if
not, it must be finished with a pliable batten as before described.
Moulds made like those to the third futtocks, (Fig. 9.) are, with regard to the frame timbers,
used exactly as those at Fig. 8, recollecting to have bevelling wood sufficient without the
moulding-edge, as third futtocks are standing-bevellings from their moulding side; but, as these
moulds were spiled to their adjoining filling-timbers, of course, when moulding a filling-timber,.
we have only to see that the piece answers to those spilings, and to proceed as before.
The fourth futtock moulds, as Fig. 12, are laid upon the piece, and should lie in an hori-
zontal position (as indeed all moulds should to try the bevellings). Then see that the piece
forms agreeably to the line on the mould of the timber about to be moulded, by fixing a gimblet
down the holes, at the various sirmarks below the main or lower breadth ; observing, at the
same time, that the piece is strictly conformable to the head of the mould; when both are found
to agree, and there be wood in the piece sufficient for the bevellings, rase by the side of the
mould inside and out, as low.as the lower breadth; below that may be completed by the head of
the corresponding third futtock, keeping it well to the spots made by the gimblet at the heel,
third futtock-ribband, &c. which must also be rased upen the piece; likewise the heights of
breadth, portsill line, top-timber line, topside, &c. The inside towards the heel is finished by
the scantlings given, and a batten as before described. But, when fourth futtock-moulds have
spilings at their heads, owing to the difference in_the tumbling home of the side, then, as the
mould lies upon the piece, and the heel is found to answer, it must be seen that the upper part
of the piece comes to the spiling marked upon the mould; then, towards the heel may be finished
as before; but the upper part, above the upper breadth sweep, must be completed by the top-
timber hollow. ‘The top-timber line, marked thereon, must be placed to that given by the fourth
futtock-mould, with its edge there fixed to the spiling, and its heel to the back of the upper
breadth sweep: its edge may then be rased by, by which means the fourth futtock will be
formed up to the head or top of the side, on the moulding edge; then set off the scantling from
the fourth futtock-mould at the head, upper breadth sweep, and likewise between, and the top-
timber hollow placed to those spots will form the inner edge of the said fourth futtocks, and so
will the timber be completed.
Top-timbers are moulded so much like the upper part of the fourth futtocks, as to render a
further description unnecessary.
The moulds for the square body being finished, proceed to make moulds for the stern and
stern-post: The mouLp FoR THE sTERN (Fig. 15.) is made to the lines representing the fore and
after sides, or moulding-breadth, from the head to the heel; but in pieces, according to the
number the stem is to be composed of; the rabbet is described on the mould, or represented by
the batten that forms the aft side, being made parallel to the thickness of the bottom plank; but,
if the rabbet comes in the middle, a batten of this description must be placed upon the mould,
agreeably to the rabbet on the draught. Upon this mould must be marked the stations of the |
decks, and also the heights of the harpins, by an horizontal line across the mould, (some _
Cuar, IV.) OF MAKING THE MOULDS, &c,. 809
mark every two feet above the upper edge of the rabbet of the keel upon the mould). There
must also be a perpendicular line, or, in other words, a square line to set the stern by, which
may be the perpendicular of the lower deck.
The srrrn-post moutp (Fig. 16.) may then be made to the lines representing the fore and
‘after sides of the stern-post, and likewise to the head and heel, anda batten to the rabbet; then,
across the mould, may be marked the height of the upper side of the wing-transom at the
middle line; and, also, the heights of the harpins, Another mould must then be made for the
bearding line on the post, (Fig. 17.) the aft side of which must be fayed to the bearding line
from the upper side of the wing-transom down to where the bearding line intersects the fore
side of the inner post, and the fore side to the fore side of the inner post, then, upon this mould
must be marked the stations of the upper edges of all the transoms, marking their respective
names thereon. By many this mould is not made, but the whole is marked upon the stern-post
mould. —
Another small mould may be made to the thwartship bearding of the stern-post (Fig. 18.)
thus: Square down the intersection of each water-line with the fore side of the inner post in the
sheer plan, (as shewn in Plate 2.) to the corresponding water lines in the half-breadth plan; then
take the several half-breadths from the middle line in the half-breadth plan, and set them off from
a straight line at their corresponding heights in the sheer-plan, and a curve drawn to pass through.
those spots will give the thwartship bearding of the post, at the fore side of the inner post, to
which the mould is to be made: the same may be done, and a mould made, to the foreside of
the main post.
§ 3. TO TAKE THE BEVELLINGS OF THE TIMBERS IN THE SQUARE-BODY.
Tue moulds for the timbers of the square-body being made, we shall, in the next place, shew
in what manner their bevellings may be taken; for, until then, the timbers which have:
bevellings cannot be cut out. It was a custom with some to have only two bevelling-boards,
one to each body, and so making them very long, in order that they might take all the bevellings.
But this is a very unhandy way for large ships, where a great number of people are employed,
andbeing very confused, occasions a great many mistakes. Others have a bevelling board to
every ribband and head, which is altogether as unhandy as the former; for some, when they
want the bevellings for one futtock, have to fly to six or seven boards before they can have them;
besides, by sometimes taking a wrong board by mistake, the timber may be spoiled. ‘The
method that we recommend is, therefore, to have one board to hold the bevellings of all the
first futtocks, and likewise one for the floors, each containing every square timber in the fore
body, as the after-body might be marked upon the other side; then, to take the bevellings for a
floor, or a futtock, it would only be to look for the floor or that futtock bevelling-board, and
there the bevellings would all appear regularly one after the other at one view, for their respective
timbers, and taken off with little trouble, and it would then be impossible to make a mistake,
unless the name of one timber was mistaken for that of another.
310 OF THE BEVELLINGS IN THE SQUARE BODY. [Book II.
Provide a bevelling board for the floors, (Plate I.) in breadth as much-as the floors are sided ;
and, in length, sufficient to take all the floor bevellings thereon. The first bevelling to be
taken is from the cutting down line, but the midship floor timbers we shall find to be square,
which may be marked as such upon the board. ‘Then apply the bevel to the next floor to the
midship ones, keeping the stock well to the joint below the cutting down line, and the tongue
well with the cutting down line, as at the fillmg between F and H, Plate I, and that gives the be-
velling for the throat of that floor. Proceed inthe same manner with every floor, till all those
bevellings be taken and marked on the board; distinguishing them by writing their respective
names upon every line. These bevellings will all be standing ones, both in the fore and after
bodies, and are for the purpose of trimming the throats of the floors. In the next place, the
bevellings for the outsides of the floors must be taken, which are always under bevellings in
beth bodies, in consequence of the floors being always placed on that side of the joint that the
body declines from ; these bevellings are, the lower diagonal, the second diagonal, or floor rib-
band, and the floor head. To take these bevellings from the body plan, proceed as follows:
the bevelling board being parallel, set off the breadth of it square from the joint of each floor
(observing, as before, that the floors in the fore body are before the joint and those in ‘the after
body abaft it). Upon each of the diagonals, in the half-breadth plan, the diagonal formed by the .
heads of the timbers being run in the half-breadth plan as far as the square bodies for that pur-
pose; then take the distance of each spot set off, square from the middle line of the half-breadth
plan, and set them off on their corresponding diagonals from the middle line in the body plan,
making of spots ; then fix one leg of a pair of compasses on those spots, alternately, and, with the
other leg sweep the nearest distance to the line of its corresponding timber. That will determine
what it is within a square in the breadth of the bevelling board, and, consequently, give the be-
velling at each place ; thus the bevellings may be taken for every diagonal, for every floor-timber,
and be thence marked upon the board, as shewn in Plate I.
Tn the next place, provide bevelling boards, one for each futtock, (Plate II.) and one for the top
timber, observing that the breadth of each board corresponds with the siding of its respective fut-
tock and top timber ; then, to take the bevellings for each, we must act as before explained for
the floors; only observing which futtocks are standing bevellings and which are under ; for fut-
tocks that have standing bevellings, the breadth of the bevelling boards, or siding of the timber,
must be set off in the fore body half breadth plan, upon each diagonal, abaft the joint of its re-
spective timber ; and, in the after body before the joint, and so contrarywise for those which are
under. |
Therefore observe, that aes are under bevellings, first or lower futtocks standing bevellings,
second futtocks under, third futtocks standing, fourth futtocks under, and top timbers standing, be-.
vellings. ‘The bevellings of each may now be taken at every diagonal, for every timber, and
marked on their respective boards, the fore body on one side, and the after body on the other,
The bevellings to be taken for each futtock and top timber are as follows: For the lower or
first futtocks, lower diagonal, second diagonal or floor ribband, third diagonal or first futtock
ribband, and first futtock head. For the second futtocks, floor head, which is second futtock
heel, third diagonal or first futtock ribband, first futtock head, fourth diagonal or second futtock
\
Cuap. IV.) OF THE BEVELLINGS IN THE SQUARE BODY. 31}
ribband, and second futtock head. For the third futtocks, first futtock head, which is the third
futtock heel, fourth diagonal or second futtock ribband, second futtock head, fifth diagonal, or
third futtock ribband, and third futtock head. For the fourth futtocks, second futtock head, which
is fourth futtock heel, fifth diagonal, or third futtock ribband, third futtock head, main breadth,
port sill line, top timber line, and level lines between, and top side. For top timbers, third fut-
tock or top-timber heel, main breadth, port-sill line, top-timber line, level lines between, and top
side. The bevellings for the main breadth, and all above, may be taken from the half-breadth
plan, by fixing the stock of the bevel to the joint of the timber, and moving the tongue to the
respeetive half-breadth lines, as at G, Plate I. Main breadth, for a top timber, and top timber
half-breadth, for a fourth futtock; observing, that the breadth bevellings are standing for the
top timbers, and under for the fourth futtocks.
A more expeditious method may be used in taking the bevellings of the timbers in the square
body ; for which purpose the diagonals at the heads need not be run in the half-breadth plan,
nor any of the diagonals for the bevellings only. Take, with a rule, the leapings, or distances be- -
- tween every other timber, in the body plan, upon a square with each timber at the intersection,
at the diagonal line with the intermediate timber (which is the timber the bevelling belongs to)
halve that distance, and mark the half distance upon the rule, and continue so to do from the
first timber that has any bevelling to the foremost square timber in the fore body, and the after
square timber in the after body, on each diagonal Ime beginning with the lower diagonal. Strike
two. parallel lines on a board distant from each other the spacing of the timbers, or nail a batten,
the thickness of the bevelling board, to each line. ‘Then square a line over at the top, which al-
ways answers for dead-flat and for the timbers without any bevellings; then, from the square line
at the top, set down on the right hand parallel line the divisions as taken on the rule; then,
against this side or line, place one edge of the bevelling board, keeping nearly the upper part of
the board well with the square line; then fit one edge of a straight batten well with the square
line, and mark it across the board, and print towards the left side of the bevelling board @, and
the names of the timbers haying no bevelling. Next, moving the board upwards about three
quarters of an inch, and keeping its edge well with the line on the right hand, fix the batten
well with the angle made by the square line on the left side, and the first division below the.
square on the right side, then mark that across the board, and its name also, as before. By
moving the board upwards, three quarters of an inch as before, and keeping the edge of the
batten well in the angle on the left side, and to the divisions on the right hand, as shewn in.
Plate 2. all the bevellings belonging to the floors, second futtocks, and fourth futtocks, may
in succession be described, because they are all under bevellings; as, by this method, under
bevellings only are taken ; but, for the timbers on the other side of the joint, we have only to
reverse those bevellings already taken, by which means the standing bevellings of the first futtocks,
third futtocks, and top timbers, may be set off and marked as before, the bevelling boards being
similar to those already described.
312 OF LAYING DOWN THE CANT-TIMBERS BY WATER LINES, &C. [Boox II
, c
§ 4, THE NATURE AND USE OF THE CANT-TIMBERS, WITH THE METHOD OF LAYING THEM DOWN BY
WATER-LINES.
Hirnerto we have considered the timbers as having their planes perpendicular both to the sheer
and half-breadth plans, and have, consequently, termed them square timbers. But cant-timbers
have their planes inclined to the sheer (or canted as shipwrights term it) but perpendicular to the
half-breadth plan. To illustrate this further, and so that the student may clearly understand the
nature of the cant-timbers, we shall describe them in the following manner.
Observe in the half-breadth plan of Plate I. where the joint of cant-timber u intersects the mid-
dle line ; at which place suppose it hung on a hinge, moving fore and aft, and also imagine the
line drawn for the cant-timbers on the half-breadth plan to represent the upper edge of a Jarge
surface, the breadth of which is equal to the distance of the line of the same cant-timber, on
the body plan, from the middle line ; and, supposing the horizontal view of that surface to be
represented by that one line. It immediately follows, that the surface must stand perpendicular
to the upper edge of the keel, similar to a door swinging on its hinges ; and, if we draw the
proper shape of the cant-timber, according to the shape of -the body, upon this surface, from the
keel to the top of the side (not moving its position) and then cut it out, we shall have the true
position of the cant-timber as in its place on the ship, which will stand in a perpendicular direc-
tion ; we may also, (supposing it to be hung), swing it either forward or aft, and it will still main-
tain its perpendicularity with respect to the keel.
The canting of the timbers are of great utility, as they greatly contribute to the strength ©
of the ship in the fore and aft parts, and likewise greatly assist the conversion of the timber.
For, in the first place, by canting the timbers gradually froma thwartship line, we thereby bring
each timber nearer to a square with the planks of the bottom, which is not only best for the se-
curity of the planks, but the timbers are also better able to bear that security. And, secondly,
were all the timbers of the bow and buttock to be placed square, as those of the square body,
though the scantlings of the square timbers ona square should be equal to the scantlings of the
timbers if canted, yet the bevellings of the bow and buttock timbers would be so great that the
consumption, in some places, in order to get the timbers clear of sap, would be greater by one
half than that in the timbers when canted.
The cant-timbers may be taken from the sheer draught, and represented in the half-breadth
plan, on the floor, (Plate 3) both for the fore and after bodies. ‘Their room and space, on the
main half-breadth line, may be governed by the square timbers, the sides of the ports being con-
sidered ; but, at the heel, or middle line, of the half-breadth plan, they should be placed as near
together as they conveniently can be, in order to make the bevellings of the timbers as square as
possible.
Cuar. IV.] OF LAYING DOWN CANT-TIMBERS BY WATER LINES, &¢. 313
THE METHOD OF LAYING OFF THE CANT-TIMBERS BY HORIZONTAL LINES, OR BY THE WATER LINES, IF
HORIZONTAL,
Tuts method, as it is the easiest, is best for the student to begin with. Having proved that the
diagonal lines, represented in Plate I, will make a fair bow as run in the halfbreadth plan, as
they cannot be altered after the cant-timbers are run, proceed to lay down the joint of u,
being one of the foremost cant-timbers ; which, being the most canted, will be the more easily
understood.
Take the intersections, on a thin edge batten, of each water line, in the direction of the
line of cant-timber u from the middle line of the half-breadth plan, and set them off, upon
their corresponding water lines, from the middle line in the body plan. . Then, where the line of
cant-timber u, in the half-breadth plan, intersects the main half-breadth, the top-timber half-
breadth, port sil] line, the horizontal lines between, and the top side, square up to their corre-
sponding lines in the sheer-plan, marking the intersections thereon with a spot ; at these places
‘take their heights from the upper edge of the rabbet of the keel, and transfer those heights to
the body plan, striking thereon horizontal lines, which will represent the heights of the main
breadth, top breadth, &c. of cant-timberu. Then take, in the direction of the cant line u, on
the halfbreadth plan, the main breadth, top breadth, port sill line, top side, &c. from the middle
line in the half-breadth plan, and set them off from the middle line in the body plan, on their
corresponding heights just drawn.
Then may be drawn, across the body plan, horizontal lines between the main height of
breadth and top timber line ; thence run them in the half-breadth plan in the same manner as the
water lines; next take them off from the half-breadth plan, in the direction of the cant line of
timber u, and set them off on their corresponding horizontal lines in the body plan. (This zs
omitted in the Plate, as the port-sill line will suffice). The spots in the body plan, which are now
set off, will give the exact shape of the cant-timber, but it yet remains to find the exact heeling
or termination of the lower part.
Take, from the body plan, the distance of the bearding, or half siding, of the dead wood from
the middle line, and set it off from the middle line in the half-breadth plan of the cant-timbers ;
striking a line, parallel to the middle line, which line will represent the bearding or half siding
of the dead wood in the half-breadth plan; then, where the line of the cant-timber u intersects
the bearding line, square it up to the bearding line in the sheer-plan ; which height take off, and
set up the middle line of the body plan, squaring it out towards the bearding line. Next take
the distance from the middle line in the half-breadth plan, to where. the cant-timber u_ inter-
sects the bearding line, in the direction of the cant line, and set it off from the middle line in the
body plan, on the line last squared out, which will give the spot where the heel of the cant-timber
ends. Then pin a batten to those spots, and it will form the curve representing the shape of
cant-timber u, in the body plan.
It would be unnecessary to describe here any other timber besides cant u, as the remaining
Ss
$14 OF BEVELLING THE CANT-TIMBERS BY WATER LINES. [Boox II:
cant timbers either belonging to the fore or after cant body may be described by proceeding in
the same manner. | ,
This method of laying down the cant-timbers is much the easiest; but, when adopted, the body.
ought to be laid down as fair as it can possibly be, and the water lines should be exactly con-
formable thereto; for, as the water lines cut the timbers in an oblique direction, the least varia-
tion would cause a very great error in the shape of the cant timbers, when drawn in the body
plan. We would, therefore, not recommend this method for the mould loft, , because, as the
diagonal and horizontal ribbands must, of necessity, be run, it will be better to lay off from
them, as the position of the diagonals are nearly square from the timbers, and will therefore be
less liable to error ; but the utility of understanding this method of laying off the cant-tim-
bers, by water lines, will be sufficiently seen, in the following instance. .When a draught is de-
signed, from which we are going to build, we may examine the shift of the timbers, and may
. perceive some difficulty, with respect to the long timbers, that may make us apprehensive the
timber will not prove sufficient to work so long as the shift designed, the square timbers being
much more hollow than the cant; then, the water lines being generally drawn in the draught,
and the ribband lines omitted, we may, from the water lines, lay off the cant-timbers in the body
plan; and thence be capable of judging how the long timbers will agree with the conversion of
the timber. Or, even supposing the ribband lines to be run in the draught, it would be by much
the quickest way to make use of the water lines ; and, in the hurry of business, when the artist
is confident in the correctness of the body and water lines in laying off, this method is used.
§ 5. TO BEVEL THE CANT-TIMBERS BY WATER LINES. _
Tue laying off of the cant-timbers and their bevellings by the water lines only, is not meant to
be particularly recommended for the mould loft; therefore the bevelling of timber u, Plate I,
will be sufficient to shew the nature of bevelling the cant-timbers by water lines.
_ Suppose, it were required to bevel the timber that is before the joint, or moulding edge of u.
Strike a line in the half-breadth plan, Plate I, at the foreside of and parallel to the joint of u,
(the same distance from u, as the timber is intended to he sided) and draw a line, square from
the cant line, at its intersection with the middle line in the half-breadth plan, tothe line just
struck for the siding of the timber ; the intersection of the square line, or touch of it at the
siding line, we may suppose to be the middle line in the body plan.
Then take the distance from the intersection of the square line to each water line along the
cant line representing the siding or foremost edge of timber u, in the half-breadth plan, and set
them off from the middle line in the body plan on each corresponding water line, ie
Square up, from the half-breadth plan, where the fore edge of timber u intersects the main
breadth lineup to the height of breadth line in the sheer-plan: take that height from the line
A B, and set it up from the line AB in the body plan, striking there a horizontal line.
:
i
Cuar. IV.) OF BEVELLING THE CANT-TIMBERS BY RIBBAND LINES. 315
Then take the distance from the intersection of the square line in the halfbreadth plan, as. be-
fore, to the intersection of the fore edge of the timber with the half-breadth line, and set it off
from the middle line in the body plan upon its height of breadth just levelled out.
Then observe where the fore edge of timber u, in the half-breadth plan, intersects the beard-
ing line; and square it up to the bearding line in the sheer-plan. Take that height from the
line A B, in the sheer-plan, and set it off from the line A B upon the bearding line in the body
plan, striking there a horizontal line.
Take the distance from the intersection of the square line, as before, to the intersection of the
fore edge of the timber at the bearding line in the half-breadth plan; and set it off from the
middle line of the body plan on the line just levelled, for the height of the bearding line, which
gives a spot for the heel.
Then pin. a batten, and produce a fair curve through the spot on the main breadth line, and
the spots on each water line to the spot at the heel ofthe timber. ‘The curve will be the exact |
moulding of the fore side of the timber, which is the ticked line within cant-timber u, in the
body plan of Plate I.
Observe, also, that so much as the ticked line is within the cant-timber u, in the body
plan, so is the bevelling of timber u, (from the main breadth to the keel) within, or under,
a square. |
If it were required to bevel the timber that is at the aft-side of the joint of u, then, a square
from the intersection of the joint with the middle line, in the half-breadth plan, will consequently
come as much within the middle line, A B, as the intersection of the fore side came without,
striking a line for the siding of the aft-side of the joint the same; which would be the exact
point to form the after edge or bevellings of the timber that comes abaft the moulding edge.
The operation being exactly the same as laying down the fore edge, it is needless to repeat it.
§ 6. OF LAYING DOWN THE CANT-TIMBERS BY THE HORIZONTAL RIBBAND LINES.
In this section we shall proceed to lay down the cant-timbers by the horizontal ribband lines,
which is the method most in practice, and that which may always be depended upon.
The buttock, or aft part ofthe ship, and the bow, having been proved fair by the buttock lines
in the sheer-plan, the timbers of the body plan and likewise the diagonal lines in the half-breadth
plan, willbe found to agree with each other, as in Plate 2. But, to avoid confusion, and to
render it as clear as possible, as in Plate 3. strike a straight line A B, representing the upper
edge of the rabbet of the keel, from which square up the joints of the sqhare timbers of the fore
and after body, the after perpendicular d cas far forward and aft as the cant-timbers extend
in the sheer-plan. From Plate 2. likewise strike in the rabbet of the stern post and stem; the
heights of the main breadth port-sill line, top timber line, top side, and the bearding line. In the
half-breadth plan, Plate 3. describe the main half-breadth, top timber half-breadth, and port-sill
line; and the round aft of the wing transom, and margin line, from Plate 2. Then, asin Plate 3.
square up a perpendicular line to represent the middle line of the body plan, half siding of the
516 OF BEVELLING THE CANT-TIMBERS BY RIBBAND-LINES. [Boox II.
stem, stern post, rabbet, and bearding-line; likewise the square timbers in the cant-bodies,
diagonals, and round-up of the wing-transom and margin-line, all from Plate 2.
We may now proceed to lay off the horizontal ribband-lines, which may be done in the fol-
lowing manner: mark the distances taken square from the middle line in the after body-plan,
Plate 3, upon a batten, to where the third futtock-ribband intersects each of the square timbers,
as far forward as the after timber of the square body, which is 28. Then set them off from the
middle line, on their corresponding timbers in the half-breadth plan, Plate 3; and, by drawing
a curve through the spots so set off, the horizontal third futtock ribband-line will be represented
in the half-breadth plan. The ending of it may be performed as the ending of a diagonal line,
with only this difference, that, instead of taking the half-breadth of the post in the direction of
the diagonal line, it must be here taken square from the middle line in the body-plan to where
the line for the side of the post intersects the said diagonal or third futtock-ribband. Then, by
proceeding in the same way, with the rest of the diagonal or ribband lines, the horizontal rib-
band lines may all be described.
The horizontal ribband lines being now laid off, strike in the cant-timbers, and proceed to lay
them off; and, as the after timber and foremost timber have the greatest cant, they will shew
the nature of laying down in the clearest manner. Therefore, mark the distance on a batten
where the third futtock horizontal ribband line intersects the after cant-timber 38, square from
the middle line in the half-breadth plan, and set it off square from the middle line in the body-
plan on the third futtock ribband line, where it shall happen to intersect, at which place strike
a horizontal line; then take the distance in the half-breadth plan, in the direction of the cant
line, from where the after cant-timber 38 intersects the middle line, to where it intersects the
third futtock horizontal-ribband; and set it off square from the middle line in the body-plan
upon the horizontal line last struck, which will give the spot for the cant-timber at that diago-
nal. By proceeding thus with all the-other horizontal ribbands, the spots for each will be given
at their respective diagonal or ribband lines. The operation once understood, all the mtersec-
tions of one timber on the half-breadth plan, both on the square and cant, may be taken off at
once, only marking different spots on the batten to distinguish which was taken square from the
middle line, and those taken on the cant line; by which means, by a few horizontal lines being
struck across the body-plan, the batten may be fitted square from the middle line, and the spot
taken square to intersect the diagonal, and the cant spot set off at once, the upper edge of the
batten producing the herizontal required. In the same manner is laid off cant-timber w in the
fore-body.
The spots for the main-breadth, port-sill, and top-breadths, and horizontal lines above the
main-breadth, as, likewise, the spot for the heel, may be found as before described in Section 4.
Then, by drawing a curve through all the spots, the true shape of the timber will be described
in the body-plan; and, by following the same method, the rest of the timbers and fashion-
pieces may be represented, as in Plate 3. .
When the moulds are made and crossed, or marked, it must be observed that the stations of
the heads and diagonals are where the lines levelled out intersect the lines of the cant-timbers.
On the heels of the double-futtock and half-timber moulds nail on a batten to the stepping and
Cuap. 1V.] OF BEVELLING THE CANT-TIMBERS BY RIBBAND-LINES. 317
side of the dead-wood, or rase it on the mould, by which the heel is cut off. To perform this,
set off, on the half-breadth plan, the thickness of the stepping, or half-thickness of the keelson,
from and parallel to the middle line; then, from the middle line, in the half-breadth plan, take
the distance, in the direction of the cant line, to the line last struck, as at y in the fore-body,
and set it off from the middle line in the body-plan upon the line levelled out for the heeling of
the cant-timber; and, from that spot, square up a line to the upperside of the cutting-down,
which will give a spot for the inside edge of the timber, and will represent the side of the dead-
wood to which the batten is nailed, or rased on the mould with spilings.
§ 7. TO LAY DOWN AND TAKE THE BEVELLINGS OF THE CANT-TIMBERS BY THE HORIZONTAL
RIBBANDS.
Tue cant-timbers being laid down, we may proceed to take the bevellings of them.
A bevelling-board may be provided for every cant-timber, both in the fore and after bodies ;
the breadth may be as much as the siding of the third or fourth futtocks, and of a length suffi-
cient to contain all the bevellings which are abaft the joint on one side, and those which are
afore it on the other, or each side of one timber as at 38 and w, which will be as regular and
complete a method as we can pursue. Then, to lay down the bevellings of any one timber,
strike a line on each side of it on the half-breadth plan, of a parallel distance, equal to the
breadth of the bevelling-boards as at 38 and w. The ticked line afore it will be for the purpose
of laying down the bevellings of the timbers which come afore the joint, and that abaft for those
which come abaft the joint ; then, from where the joint of the cant-timbers intersects the middle
line of the half-breadth plan, square a line which shall intersect the ticked lines drawn on each
side, and we shall find that the intersection at the fore edge will come within the middle line of
the half-breadth plan, and the after edge without it, as may be seen at timber 38, and contrary-
wise at w, Plate 3. Next take the distance from where the horizontal ribband lines intersect
the line struck at the fore edge of the cant-timber w, square to the middle line, and set them
off square from the middle line in the body-plan ; and, where they shall happen to intersect their
respective diagonals, strike a horizontal line at every spot across the diagonal ribband, because
the distances taken off in the direction of the bevelling edges will sometimes be without and
sometimes within the joint edge. Then take the distance to the same intersections again, but
in the direction of the cant line, to where the square line intersects the fore edge of w, or that
without the middle line, and set off those distances square from the middle line, in the body-
plan, on their respective horizontal lines last struck. Then square up the intersection of the
fore edge of w with the bearding line in the half-breadth plan, to the bearding line in the sheer-
plan, and transfer that height to the bearding line in the body-plan, and level out a line. Now
take the distance in the direction of the fore edge of w, from its intersection at the square line,
to the bearding-line or half-breadth of the dead-wood in the half-breadth plan, and set it off
318 OF BEVELLING THE CANT TIMBERS BY RIBBAND-LINES. [Boox I.
from the middle line in the body plan on the line last levelled out, which gives a spot at the
heel; and finishes the lower end... Where the ticked lines or fore edge of w, in the half-breadth
plan, intersects the main breadth, square it up to its corresponding lines in the sheer plan,
where there is only a spot made, then transfer this height from the sheer-plan to the body tile
and strike an horizontal line. —— - i
Take the distance from the intersection of the square line of the fore edge of w, in the dicomiiata
of the ticked line to the main half-breadth, and set it off at its height, just struck from the middle
line in the body plan; from which spot draw a curve through the spots on the level lines, and spot
at the heel; and the shape of the line will be described, which will give the bevellings for the
fore side of the cant timber w; as the ticked line in the body plan, (Plate 3.). Then proceed,
in the same manner, with the ticked line abaft the joint of w, which will give the bevellings for
the aft side of the timber; as the ticked line, likewise, at w, in the body plan, (Plate 3.). Then,
at the places where the ticked lines come without the joint of the timber, or farthest from the
middle line in the body plan, the bevelling is so much without a square; and, where they come
within the joint, or nearer the middle line, so much within a square in the breadth of the
bevelling board,
It is to be observed that the bevellings of 38 in the after body, and all the cant timbers in the
fore and after bodies, are laid down exactly in the same manner,
To take the bevellings—Begin with the fore side of the cant timber w ; the heel evella must
first be taken, which gives the direction to trim the heels of the futtocks the fore and aft way, or
faying to the deadwood ; therefore, the outside of the deadwood being parallel to the middle line,
apply the stock ofa bevel well with the joint of the cant timber w, in the half-breadth plan; and
place the tongue well with the middle line ; or, at the half-breadth of the deadwood, {as in Plate 3.)
letting it teach forward, which will be an under bevelling, and may thence be marked on the
board. ‘The bevelling ofthe heel may next be taken, to trim it at the outside, where it fays to
the bearding line. Thus, where the cant timber or joint of w intersects the bearding line in the
half-breadth plan, square it up to the bearding line in the sheer plan; and, at that place, let the
tongue of the bevel be placed to the bearding line teaching forward, and move the stock till it is
perpendicular, which will give the bevelling that nay then be marked on the board.
‘The bevelling at the heel, or stepping ‘outside, is best obtained by trimming the heel parallel
to the inside, where it fays to the side of the deadwood, to the thickness of the stepping. Then,
to take the bevelling at the lower diagonal, fix one leg of a pair of compasses in the line of the
cant timber w, in the body plan where the level line intersects, and opening out the other leg
to the ticked line representing the fore edge of the timber w, sweeping it till you get the nearest
distance, and that will shew how much the bevelling is within or without a square in the breadth
‘of the bevelling board, and may then be marked thereon; then do the same with the other
diagonal lines, and the bevellings at each may be taken, and also marked on the board.
To take the bevellings at the main and top-breadths, and level lines between them, apply the
stock of the bevel to the joint of the cant timber w, in the half breadth plan, and place the tongue
in the direction of the respective half-breadth lines, as at top-breadth, observing to let the tongue
teach forward ; the bevellings for this side of the timber will be found to be under bevellings, ex- 4
Cuar. IV.) OF LAYING DOWN THE TRANSOMS. 319
cepting, perhaps, two or three of the lower ones, which, on account of the leanness of this part
of the bottom may be standing.
The bevelling edges may be run above the main breadth, in the same manner as the joint
described in section 6, fitting to the intersection of the square line at the heel of the edge
respectively ; but this is seldom done, as the bevellings taken from the half-breadth plan are
found to agree exactly.
_ The bevellings may now be taken for the aft side of the timber, which will be standing be-
alates but the operation is performed as the former, only observing, that the square line at
the heel comes withinside the middle line of the half-breadth plan, and likewise when the bevel
is applied to take the bevellings above the main breadth, the tongue of it must teach the con-
trary way from before; these bevellings may then be marked on the other or same side of the
board, and the board for the timber will then be complete.
In like manner may the bevellings be taken for cant timber 38, and so on, for all the other cant
timbers, both in the fore and after-bodies, which may then be marked on their respective boards.
The fashion-piece is laid down in the same manner as the rest of the cant-timbers; and bevelled
in the same manner as timber 38, afore it, which may be seen and proved in Plate 3.
Some only take the under bevellings in both bodies, and reverse them for the timbers that
have standing bevellings; this may be found to answer, except for the timbers quite forward and
aft, and bearding bevellings.
§ 8. OF THE UTILITY OF THE TRANSOMS, WITH THE MANNER OF LAYING THEM DOWN..
(See Plate 4.)
Tue transoms compose the stern-frame, of which there are as many, in general, as the form of
the body will admit, of a kmdly growth. The uppermost of them is called the wine TRANSOM,
(by some the main transom) and this is the foundation upon which the whole stern is built. The
transoms below it are for the purpose of finishing the after part of the ship, termed the buttock,
which must be formed as strong as possible; for, as every transom crosses the buttock, or aft
part of the ship, and is bolted through the stern-post, they may be considered as so many breast-
hooks athwart the bows; and, when the planks are wrought on the buttock, and the wing
transom-knees, and sleepers, or diagonal knees are bolted, it is certainly as strong as the bows,
or fore part of the ship’s body, which is supported by the breast-hooks.
~ It will be necessary, before we proceed any farther, to shew the thwartship view of the cant
fashion-pieces in the sheer plan, (Plate 2.) Therefore, square up the intersection of the fashion-
pieces with the water-lines, in the halfbreadth plan, to their corresponding water lines in the
sheer plan; (likewise square up where they intersect the buttock lines and ribband lines also,
when they are represented in the sheer-plan) square up the intersection of the fashion-pieces with
the bearding line, in the half-breadth plan, to the bearding line in the sheer-plan. Likewise,
from the half-breadth plan, square up the intersections of the cant fashion-pieces with the main
half-breadth, top-breadth, and portsill, or horizontal lines between, to their corresponding lines
320 OF LAYING DOWN THE TRANSOMS. [Boox H.
in the sheer-plan ; then, describing aline through all these spots, from the bearding line, to the
plank sheer, will give the thwartship appearance, of the foremost fashion piece and the others se-
parately. (Up to the main breadth will suffice for this plate of the transoms.) In the same
manner the thwartship view, of all the cant-timbers, may be obtained.
Then, in the body plan of Plate 2. run the edges of the cant fashion pieces, taken square °
from the middle line in the half-breadth plan ; and, on the cant in the same manner as the joint
of timber u forward, described in Section 4. By these means the fairness of the body may be.
proved, by trying how the aft-side of the foremost fashion piece corresponds with that run by the
horizontal ribband in Plate 3. °
If, in the sheer-plan of Plate 2, was described the heights of all the other transoms from the
sheer-draught, the wing transom being already there, also in the body plan. The transoms might
be laid off from the buttock lines; but, if they are laid down in the half-breadth plan, then only
half or one side can be repiaderttaa ; the best method therefore will be, to lay them down in
some convenient place on the floor by themselves, whereby both sides may be represented, and
there will not be then such confusion in the Jines. ‘To make this work still clearer, Plate 4. is
provided for the transoms only.
Take from the body plan on Plate 2, the proof timbers and the five after square timbers, the
square and cant fashion pieces, the upper side of the wing transom and margin line, the middle
line, bearding line, half. siding of the stern-post, buttock lines, and base line also. From the
sheer-plan take off the stations of the proof timbers and the said square timbers, the thwartship
view of the fashion pieces, upper edge of the wing transom, and margin line, the rabbet of
the post, buttock lines, bearding line, and upper edge of the rabbet of the keel ; and, from the
half-breadth plan, the middle line, the half breadth line, wing transom line, buttock lines, and
bearding line, cant-line of each fashion piece, and as many square timbers at least as come abaft
the heels of the fashion pieces; and, from the sheer draught, Plate 1. the heights of all the
transoms ; let the whole be represented as in Plate 4. and, for the plan of the transoms, some clear
place on the mould loft floor, in the same manner, as they are disposed of in the half&breadth
plan, Fig. 3, Plate 4, by describing them on both sides of the middle line ; this, for distinction, —
may be termed, Plane of the Transoms.
The shape.of the wing transom is already described to which the mould is to be made; the
filling transom is next, which lies between the wing and deck ; and, as it lies horizontally, the
description of it will suffice for all the other transoms that come under the deck, which also lie ho-
rizontally. Strike on each side of the middle line in the plane of the transoms, Fig. 3, Plate 4,
(and as low as the deck transom the inner post is sided the same) the half thickness of the dead-
wood or bearding line, taking it from the body plan. Then strike a perpendicular line, in the
sheer-plan, at. the intersection of the upper edge of the wing transom, at the fore part of the
rabbet, and it willthen serve to lay off all the transoms by.
Now, from the perpendicular last-mentioned, called Perpendicular of the Tirta take the
distance in the sheer-plan to where the upper side of the filling transom intersects the fore-side of
the rabbet of the post or bearding line, and set it off from the same line in the plan of the
transoms at the middle line, squaring a line across to each bearding line, which line will repre-
Cua. IV.] OF LAYING DOWN THE TRANSOMS. 321
sent the after part of the filling transom at the middle line. Observe, where the bearding line
of the post, in the sheer-plan, comes before the fore side of the rabbet to take the aforesaid dis-
tance to the-bearding line of the post, as that terminates the after part of all the transoms; then
take the distances in the sheer-plan, from the perpendicular of the transoms, to where the line
representing the upper side of the filling transom intersects the different buttock lines, and set
them off from the same perpendicular in the plan of the transoms, on their corresponding but-
tock lines on each side of the middle line. Then take the distances in the body plan, from the
middle line, to where the same line of the filling transoms intersects the square timbers, and set
them off on both sides of the middle line on their corresponding timbers in the plan of the tran-
soms; now, by drawing a curve to pass on each side of the middle line, from the aft-side of the
transom, through the spots on the buttock lines and square timbers, the true shape of the filling
transom will be described on the upper side: or the transom may be laid off on one side of the
middle line only, and the mould made to that half-side, then canted over square from the middle
line, and the opposite side marked in at once, being sure of having both sides alike. This
filling transom, having been laid off horizontally, of course, when moulding the filling transom,
the mould must lie in a horizontal position ; but, having so little room between the wing and deck
transoms, it is necessary to give the filling transom.a round up between both. Those who would
be more correct in laying off transoms that have around upwards, may see the subject farther ex-
plained in Section 10, hereafter.
To lay down the deck transom, draw a straight line in the sheer-plan, at the under side of the
deck, at the middle line, to take that part of the hang of the deck only, which is terminated be-
tween the rabbet of the stern post and the fashicn piece. Then take the round of the deck at
every buttock line, as under the body plan, and set them off below the straight line before men-
tioned, in the sheer-plan, square from the straight line, drawing parallel lines to intersect the
corresponding buttock lines in the sheer draught, which gives the proper station of the moulding
edge of thetransom. Proceed, inthe same manner, with the lower edge, by striking a line for the
lower side of the transom at the middle line, parallel to the former; and set the rounding down
upon every buttock line, which gives the lower side of the transoms on the buttock lines; and, in
order to bevel the deck transom by the buttock lines, apply the stock of the bevel to the
parallel lines, and the tongue to the buttock lines respectively, agreeably to the depth of the
| transom.
The upper and lower sides of the deck transom being obtained on the buttock lines, in the
sheer-plan, you may transfer their heights from the sheer-plan to the body plan respectively, and
curves passing through those heights will give the upper and lower sides of the deck transom in
the body plan.
The lines before-mentioned, in the sheer-plan, drawn parallel to the sheer of the deck, at the
intersection of the buttock lines and fashion piece, should be continued to the perpendicular of
the transoms ; then take the distances from that line in the direction of the parallel lines to the
buttock lines and fashion piece, and set them off square from the said line in the plan of the
transoms on their corresponding buttock lines and fashion piece, Next take the half-breadth
T t
822 OF TAKING THE BEVELLINGS OF THE TRANSOMS. [Book If.
from the body plan, at the intersection of the deck, ‘at the side, with the square timbers and
fashion piece, and set them off on their corresponding lines in the plan of the transoms ;
this gives the form of the deck transom at the moulding edge by drawing acurve to pass through
the spots as before.
The transoms under the deck, all lying horizontally, may be laid down by taking the dis-
tances of the buttock lines and bearding line from the perpendicular of the transoms in the sheer-
plan, on the upper edge of each transom, and setting them off on their corresponding buttock
lines from the same perpendicular in the plan of the transoms; and, also, at the timbers from the
middle line in the body plan; and set them off from the middle line on their corresponding tim-
bers in the plan of the transoms, which will give the spots through which the curves are to pass to
represent the moulding edges of all the transoms.
Spots should also be set off, in the plan of the transoms, to prove the intersection of the tran-
soms with the side of the fashion piece, which is the end of each transom ; the cant fashion pieces
being laid down in the body plan, take the distance from the middle line to where the different
transoms intersect the cant of the fashion piece, and set them off from the middle line in the plan
of the transoms, on the cant of the fashion piece there, which spot will give the exact ending of
the transoms at the sides of the fashion piece.
Cut off the ends of the wing, filling, and deck, transoms, at the joint of the fashion piece and
transoms No. 1, 2, 3, and 4, under the deck, at the aft-side of the middle fashion piece, and at
No. 5, 6, and 7, at the aft-side of the lower fashion piece, as is clearly shewn in the plan ‘of the
transoms, where the middle fashion piece is represented as stopt at the under side of the deck
transom, and the after fashion piece at the under side of the transom No, 4.
§ 9. OF TAKING THE BEVELLINGS OF THE TRANSOMS. (See Plate 4.)
Tue bevellings of the transoms are sometimes taken from the buttock lines, in the following man-
ner : apply the stock of a bevel to the line for the upper side of the transoms in the sheer-plan, and
the tongue to the buttock lines, as at the filling transom buttock line 5, Fig. 2, letting the tongue
be well at the upper and lower sides of the transom, which will give the exact bevelling of the
transom, at their corresponding buttock lines; then, when the transom moulds are made to their
lines in the plan of the transoms, the buttock lines must be marked on the moulds in the direction
laid down, which is: parallel to the middle line.
- When the bevellings are taken in this manner, they may be very exact, but it requires great
care, in applying them on the transoms; for the stock of the bevel must be kept in the direction
of the buttock line at the upper side, and the tongue must teach to the buttock line at the
lower side, which should be marked there. When this trouble has been taken, the transoms may
be trimmed to a nicety ; but, by this method, the bevellings are confined to the buttock lines, by
which means some of the lower transoms will not have above one or two bevellings upon them,
which will not be sufficient to get the exact shape of the under side.
Cuar. IV.) OF TAKING THE BEVELLINGS OF THE TRANSOMS. 323
The best method to find the bevellings will, therefore, be to lay down the lowersides of all
the transoms, in the plan of the transoms, which may be done in the manner in which the upper-
sides were laid down; then the distance between the upper and lower sides in the plan of the
transoms, will shew how much the transoms are under from a square in the depth, or siding of
them, which must be the breadth of the bevelling board.
_ The lowersides being laid down, we have an opportunity of placing as many bevelling spots
on the lower transom as we please, marking the sirmarks on the moulds, without any confine-
ment, which may be divided equally between the breech and the fashion-piece, as the lower tran-
soms 4, 5, 6, and 7, Plate 4.; then fix one leg of a pair of compasses in each of the bevelling
spots on the moulding edge, and sweep the other till it takes the nearest distance of the lower.
edge, which will shew how much the transom is under from a square at each bevelling spot, in
the breadth of the bevelling board; in the same manner may the bevellings be taken for the
rest of the transoms, except the wing, filling, and deck, transoms, which are best taken from the
buttock lines (as before observed). The wing-transom must be trimmed from the upperside to
the margin line by. one bevelling right across, which bevelling is taken from the upperside and
rabbet of the post. Thence to the lowerside the bevellings must be taken from the buttock lines, ,
as before described.
The bevellings for the deck-transom may now be taken, by applying the stock of the bevel
parallel to the hang of the deck, at the middle line, and the tongue to each buttock line, keep-
ing the tongue well at the upper and lower side of the transom, and so must be applied on the
transom, by placing the bevel at each corresponding buttock line, and keeping the stock out of
winding with the upperside of the transom at the middle line.
The bevellings for the breech of the transoms must be taken from the uppersides of the tran-
soms, and the bearding-line of the post in the sheer-plan. The ends of all the transoms, when
moulded, are trimmed square from the upperside; but, in applying the square to the ends of
the wing-transom, deck-transom, and any which round up, the stock of it must be lifted till it
lies in a horizontal position, and should be looked out of winding with a batten at the middle
line; then, to find the bevellings for the ends of the transoms; when cut off, apply the stock of
a bevel to the uppersides of the transoms in the body-plan, and the tongue to the line of the
cant fashion-piece, which will give the bevelling required ; but, to take the bevelling for the end
of the wing-transom, we must take the distance square from the middle line in the plan of the
transoms, to where the end of the wing-transom intersects the fashion-piece, and set it off square
from the middle line in the body-plan, on the upper side of the wing-transom, and level it out
till it intersects the cant fashion-piece as before. The bevelling for the end of the deck-transom,
or any transom rounding upwards, may be taken from a line levelled out in the same manner ;
but it must be observed that, in applying the bevel on the wing and deck transoms, to lift it up
as much as the transoms round down at the ends, and look it out of winding with a batten at
~ the middle line.
When the lowersides of the transoms are laid down, it gives little trouble to make a narrow
mould, to countermould the undersides of all the transoms, by making it only to one side of the
transoms, and then cant it over, to mould the opposite side. Then, when the breech of the
324 _ TO LAY OFF THE TRANSOMS WHEN CANTED. . {Boox II.
transom is trimmed to the bearding-line, set off the distance from the middle line each way, as
far as the bearding-line is from the middle line in the plan of the transoms, or to which the tran-
som mould is made. Then trim the end of the transom square, and set off the bevelling for the .
end of the transoms. Cant over the transom, and, with the mould made for the underside, you
may have your transom countermoulded, without the assistance of any other bevellings; or they
may be set off, to see if they agree with the mould; which, if they do, the work will certainly
be correct.
Where the transoms that lie horizontally, in the bedyuplan: intersect the cant fashion-pieces,
are the proper stations to be crossed on the fashion-piece mould. And where the line (before-.
mentioned) levelled out, intersects the fisliton ibe, is the proper station of the Wwing-transom
on the fashion-piece mould, for the moulding-edge; but not for the direction in which the wing-
transom strikes the fashion-piece, because of the round of the transom, as will be farther ex- .
plained in the next section.
§ 10. TO Lay OFF THE TRANSOMS WHEN caNTED. (See Plate 4, I'ig. 4, 5, and 6.).
Tue utility of canting the transoms is easily proved by the following good properties: it greatly
assists the conversion of timber, and the transoms are situated better for receiving the fastening
of the bottom plank and the bolts square to the stern-post. When the transoms have very great:
bevellings, it is difficult, at the upper edge, to get sufficient fastening for the planks, which sul
ficiently points out the advantage of canting them.
The same lines will be required from Plate 2, as before, in laying off the transoms when hori-
zontal, as seen by inspection of the Plate, Fig. 4 and 5. The transoms below nine deck only
will here be canted, as shewn on the plate.
Now proceed to exhibit the horizontal view of the moulding edges of all the transoms in the
body-plan in the following manner: The wing-transom and the filling, lying horizontally, form
a segment of a circle in the body-plan, agreeably to the given round-up, which is the proper
curve that the round-up mould is made to for moulding the transoms. The next transom is the
deck-transom, which, being confined to the hang of the deck, and the round of the beam, is the
more difficult ; and, if executed in a proper manner, ought to undergo the following operation.
In the sheer-plan is drawn the sheer or hang of the underside of the lower deck, at the middle
line, which is supposed to represent the upperside of the deck-transom, at the middle line. Take
the heights of this line at every square timber in the sheer-plan, and set them up on their cor-
responding timbers in the body-plan; and, also, where the said line intersects the buttock lines
in the sheer-plan, take off the heights and transfer them on their corresponding buttock lines in»
the body-plan ; then, through those spots, form a curve, which will shew the upperside of the
deck-transom, supposing it had no round down at the side. Describe a segment of a circle to
the round of the deck under the base line in the body-plan; and, where the line in the body-’
plan, representing the upperside of the transom at the middle line, intersects the square timbers,
square down spots to the round-up of the deck under the body-plan; then take the distance
from the said spots square up to the base line, (which is the round of the deck at each timber,)
Cuar. IV.) TO LAY OFF THE TRANSOMS WHEN CANTED., 325:
and set them down below the hang of the deck in the body-plan where it intersects the corre-
sponding timbers in the direction of the line squared down, and direct those spots towards the
middle line parallel to the round of the deck, under the base line, till they intersect the square
timbers. Where the last spots intersect the square timbers a curve must pass, which will shew
the deck, supposing it continued to the outside of the timbers, which is required, in order to
find the exact form of the moulding edge of the deck-transom. Continue the buttock lines in
the body-plan to the round of the deck under the body-plan; then take the round of the deck
at each buttock line, and set it down below the deck at the middle line in the sheer-plan ; trans-
fer the heights of these spots to the buttock lines in the body-plan; then, through these spots
on the buttock lines and those on the timbers, describe the curve in the body-plan which is the
deck-line at the side, if continued to the outside of the timbers, .
To find the deck at the side, in the sheer-plan, take the heights at every square timber in the
body-plan, where they intersect the deck at the side; and transfer them to their corresponding
timbers in the sheer-plan. These spots, with those before made on the buttock lines, give the
deck at the side in the sheer-plan; which is the horizontalview of the moulding edge of the
deck-transom. To find the lowerside of the deck-transom in the sheer-plan, and likewise in the
body-plan, proceed as for the upperside.
If you intend to be very correct, the ribband-lines may be run (which will be a pia to the
rest of the work, in laying down the transoms); but, if the body be laid down, and made very
true by the square timbers, water lines, diagonal lines, and buttock lines, you may then proceed
to lay down the transoms by the buttock lines only.
To find the horizontal view of the cant transoms under the deck in the body-plan, observe
where the upper and lower sides of the transoms in the sheer-plan intersect the buttock lines,
square timbers, and fashion-pieces ; transfer those heights to the body-plan on the corresponding
lines which. give the horizontal dispositions of the transoms in the body-plan. ‘The transoms
may now be laid down in the plan of the transoms, Fig. 6. Continue the uppersides of all the
transoms in the sheer-plan to the perpendicular at the aftside of the wing-transom, where they
are numbered. Take the distance from the said line in ‘the sheer-plan to the bearding line at
the half-breadth of the stern-post, in the direction of all the transoms, and set them off square
from the same line in the plan of the transoms. ‘Then set off the half-breadth of the stern-post
at each transom taken from the body-plan, and draw the side of the stern-post in the plan of
the transoms. ‘This gives the ending of all the transoms at the ‘side of the stern-post, and at the
bearding line laid down at the half-breadth of the stern-post. Take the distances square from
the perpendicular of the transoms in the sheer-plan (because the filling transom lies horizontal)
to the intersection of the filling transom with the buttock lines and fashion-piece; and set them
off square from the same line in the plan of the transoms, on their corresponding buttock lines
and fashion-pieces ; and, where the filling transom in the body-plan intersects the square timbers
and fashion-piece, take the distance thence to the middle line, and set them off on their corre-
sponding square timbers and fashion-piece, in the plan of the transoms, square from the middle
line to intersect the fashion-piece ; a curve described through these spots gives the form of the
filling-transom.
326 TO LAY OFF THE TRANSOMS WHEN CANTED. - [Boox II.
The deck-transom requires the distances to be taken from the perpendicular of the transoms,
in the sheer-plan, to its intersection with the buttock lines and fashion-piece at the side, parallel
with the hang of the deck; set them off square from the same line on their corresponding but-
tock lines and fashion-piece in the plan of the transoms. Then take the half-breadth from the
body-plan, at the intersection of the deck at the side, with the square timbers and fashion-piece,
and set them off on their corresponding lines in the plan of the transoms. This gives the form
of the deck-transom, as it is usually laid down: but, since the deck-transom lies to the sheer of
the deck, and to the round of the beam, it may be laid down more exactly; as the alteration,
however little it may be, depends on the sheer or hang of the deck and round of the beam,
more or less: therefore, for farther proof, take the distance from the perpendicular of the tran-
som, in the sheer-plan, to the square timbers in the direction of the sheer of the deck, and set it
off square from the corresponding line in the plan of the transoms, which will shew how much
the timbers gain forward in that direction, and call them Sheer-timbers. Now place a batten on
the round of the deck, under the body-plan, marking the middle line and the timbers, as squared
down, and set them off on their corresponding sheer timbers in the plan of the transoms. © This
would give the exact spots on the sheer timbers, if the deck was required to hang and round to
extremes, in the same manner as by placing a batten to the round of the wing and filling tran-
soms in the body-plan, and marking the square timbers and buttock lines on the batten. Then
let the batten lie straight, and it will be the exact half-breadth at every square timber, buttock
_line, and fashion-piece, and will give the exact length of the wing-transom.
To lay down, the transoms under the deck, take the distances from the perpendicular of the:
transoms, in the sheer-plan, to the buttock lines in the direction of the transoms, and set them
off from the same line in the plan of the transoms on their corresponding buttock lines. Take
the half-breadths-in the body-plan square from the middle line to the intersections of the tran-
soms, No. 1, 2, 3, 4, 5, and 6, with the square fashion-pieces, and set them off square from: the
middle line in the plan of the transoms, to intersect the said fashion-pieces, drawing a line pa-
rallel to the middle line, as may be seen in the plan of the transoms, Fig. 6. Then take the
distance from the perpendicular of the transom, in the sheer-plan, in the direction of the: 6th
transom to the fashion-piece, and set it off square from the corresponding line in the plan of
the transoms, on the line last made at the intersection of the fashion-piece ; which spot may be
proved again by striking a line at its intersection parallel to the after fashion-piece ; then, from
the middle line in the body-plan, take the distance in the direction of the upperside of transom 6,
to where it intersects the after cant fashion-piece, and set it off from the middle line in the plan’
of the transoms, in the direction of the line last struck, and it gives a spot corresponding with
the former. Take the distance from the perpendicular of the transoms, in the sheer-plan, to the
square timbers, 33, 34, 35, 36, 37, and 38, and proof timbers in the direction of the line of the,
transom, and set them off from the same line in the plan of the transoms; and, as much as they.
come before the former timbers, strike lines parallel thereto: then take the half-breadths, square.
from the middle line in the body-plan, to where the transoms intersect the square timbers, and
set them off from the middle line in the plan of the transoms on the timbers last struck. In the
same manner proceed to find all the spots for the square timbers, in order to prove the buttock
Cuar. IV.} TO BEVEL THE TRANSOMS WHEN CANTED. 327
lines. A batten pinned to those spots will give the exact form of all the transoms below the
deck, and the station of the fashion-piece on the transom, with the length of the transom on the
moulding edge.
To find the direction of the end of the transom, to fay against the side of the fashion-piece,
observe in the plan of the transoms, Fig. 6, where the fashion-pieces intersect the middle line,
and square them up in the sheer-plan at the same distance from the perpendicular as you see
ticked, calling them the fashion-pieces at the middle line in the sheer-plan. Take the distance
from the perpendicular in the sheer-plan to the middle line of the after fashion-piece in the direc-
tion of the transom, No. 6, and set it off from the same line in the plan of the transoms on the
middle line, and draw the ticked line from the spot on the middle line to the spot on the tran-
som, No.6. ‘This will give the direction to cut off the end of the transom, in order to fay
against the side of the fashion-piece.
§ ll. TO BEVEL THE TRANSOMS WHEN CANTED.
THosE transoms which are not sided straight, as the wing, filling, and deck, transoms, are gene-
rally bevelled by the buttock lines, as before observed: but rather than trust to the bevellings
only, (it being rather difficult to apply them so truly as they should be,) lay down the under-
sides of all the transoms, and make a narrow mould thereto. This will correct the bevellings, and
make quicker dispatch in trimming the transoms. Then you need only (for proof sake excepted)
take the bevelling at the bearding line and the bevelling at the end; for the counter-mould will
give the rest. But, observe to be careful in the bevelling at the end of the transoms, for in-
stance, the ends of the wing and filling transoms, as they lie horizontal, are to be cut off square ;
but keep the square as much above the end of the wing and filling transoms as they round in
their length, and let the square look out of winding with the middle of the transom. Also the
bevel (when applied on the end after it is cut off in order to bevel the end for counter-moulding) .
must be kept as much above the end of the transoms, and kept out of winding with the middle -
of the transom, as before observed in Section 9.
As the beyelling for the end of the deck-transom is taken against the cant fashion-piece, by a
horizontal line in the body-plan, see how much the transom at the middle line in the sheer-plan
is below’a horizontal, and set that spiling upon the mould or bevelling board. ‘Then place a
batten at the middle line on the transom, and lift the foremost end to the spiling, so that the
batten becomes horizontal, supposing the transom were in its place: then proceed with the
square and the bevel for the end of the transom, in the same manner as for the wing and filling,
looking out of winding with the batten at the middle line.
- To bevel the transoms which are canted, in the sheer-plan, you must proceed in the same
“manner as in bevelling the cant timbers, by striking a parallel line to the moulding edge.
Therefore, lay down the bevellings of the 6th transom, by squaring a line from its upperside
where it intersects the perpendicular (by which all the transoms have been laid off) in the sheer-
plan; and, where the squared line intersects the lower side of the transom, take the distance to
328 TO BEVEL THE TRANSOMS WHEN CANTED. ; [Book IL.
the bearding line, and all the buttock lines in the direction of the line for the lower edge of the
transom, and set them off square from the perpendicular line in the plan of the transoms on
their corresponding lines. When the bearding line in the sheer-plan proves to. be square from
the cant of the transom, as at No. 6, or lower transom, then the bearding for the moulding edge,
and likewise for the bevelling, will come together in the plan of the transoms. This proves that
the method of bevelling is correct:
Where the lowerside of the 6th transom intersects at the square line in the sheer-plan, take
the distance thence to the timbers 38, 37, 36, 35, and 34, and set them off and parallel to the
perpendicular line in the plan of the transoms. ‘Then take the distance square from the middle
line in the body-plan to the intersections of the lower edge of the 6th transom with the square
timbers and fashion-piece, and set them off square from the middle line in the plan. of the tran-
soms on their corresponding timbers last struck. ‘Through these spots and those on the buttock
lines, pin a batten, which will form the ticked line, and shew how much the transom is under
from a square, according to the depth of the transom. ‘Take the distance from the squared line
at the lower edge of the 6th transom in the sheer-plan, to the after fashion-piece at the middle
line, and set it off from the perpendicular line on the middle line in the plan of the transoms,
and draw the ticked line thence to the spot on the fashion-piece, obtained in the same manner
as the spot was on the upper edge, which will be a line parallel to the ticked line before de-
scribed, to cut off the end of the transom ; and the distance between the ticked lines shews how
much the end of the transom is under from a square, according to the depth of the transom.
The ticked Jine in the plan of the transoms, which shews the bevellings, is the line to make
the counter-mould to, in order to mould the underside of the transom; and, by cutting off one
end of the mould to the thwartship line for the breech of the transom, and cutting off the other
to the ticked line for the end of the transom, when the mould is applied to the underside of the
transom, you may easily perceive if the work be true. 7
To find the proper bevelling to be applied on the end of the transom, after the end is cut off,
and in order to counter-mould the transom, proceed thus: Where the upper and lower sides of
the lower transom intersect the after square fashion-piece in the body-plan, level them out to
intersect the cant fashion-piece. Where the upperside of the lower transom intersects the after
fashion-piece, at the middle line in the sheer-plan, transfer that height, as is ticked in Plate 4.,
to the middle line in the body-plan, and thence draw a straight line to the upperside of the
lower transom on the cant fashion-piece ; to which line fix the stock of the bevel, and the tongue
to the cant fashion-piece, as low down as the spot for the lowerside of the transom. ‘This is the
exact bevelling to be applied on the end of the transom, after the end is cut off, in order to
counter-mould the transom. The straight line to which the stock of the bevel is placed, is the
direction of the transom to be crossed on the fashion-piece mould. The bevel which is drawn in
the body-plan, shewing the bevelling of the end of the lower transom, sufficiently proves the
utility of canting the transoms; for, by having so little bevelling, it greatly assists the conver-
sion of timber, as well as that it must certainly be better for the security of the plank of the
bottom by its coming nearer to a square with the buttock.
Cuar. IV.] © OF LAYING OFF THE SQUARE TUCK, 329
§ 12. oF LAYING OFF THE squaRE TUCK. (Plate 5.).
We have explained the utility of the transoms in composing the stern-frame, by which method
most ships are inclosed abaft. But yachts and cutter-built vessels are, owing to their cleanness
of shape, inclosed abaft by a square tuck, by which room is gained ; and, when properly put to-
gether, this mode of construction is, perhaps, stronger than transoms would be in vessels of this
description.
It has been generally supposed that the laying off of a square tuck is one of the most difficult
points to be performed on the floor ; but this is merely a chimerical idea, which has arisen in con-
sequence of square tucks being so very seldom in use, that the generality of artists scarcely ever
See the operation performed, and the description of it in books written upon this subject, has ge-
nerally been so confused and imperfect as to afford the artist no useful knowledge; but, on the
contrary, has led him in obscurity from one part to another, until he has unsuccessfully given up
the whole. :
In order to obviate such disadvantages, we shall proceed to explain, in as clear a manner as
possible, the nature of a square tuck, both in a flat and round state, with the most: approved
methods of laying off and bevelling of the same, whereby the arvist will be led progressively on,
from the easiest to the most difficult parts of the operation, and by that means be enabled to
improve himself by having a just explanation’ of the whole conveyed in a clear and proper
manner.
We shall first propose a square tuck, such as that of the 80 gun ship’s long boat, Plate 29, the
sides of which are to be out of winding, or in the same direction as the rabbet of the post ; in
consequence of which the wing transom must be straight athwartships, and the whole will be one
flat surface ; it will be exactly similar to the section of a ship cut athwartships, but not in a per-
pendicular direction, which is the only difference between it and the square timbers ; and, as the
section is supposed to be agreeable to the rake of the stern, it consequently follows, that the
laying it off must differ from the square timbers in the operation.
The horizontal view of the tuck must first be represented in the body plan, Fig. 1, Plate 5, in
order to which proceed in the following manner: strike a horizontal line in the sheer-plan, at the
height of the wing transom at the side, and likewise as many horizontal lines below that as may
be thought sufficient ; and, where they intersect the aft-part of the rabbet of the post, square
them down to the half-breadth plan; then transfer their heights to the body plan, and where
they intersect the square timbers in a horizontal direction, take them off and run them in the |
halfbreadth plan, where the horizontal lines in the half-breadth plan intersect the lines squared
down from the sheer-plan ; take their distances from the middle line, and set them off from the
middle line on their corresponding horizontal lines in the body plan; and, by drawing a curve
through those spots, the horizontal view of the tuck will be represented in the body plan, as high
as the wing transom at the side. But, asthe head of the fashion piece is required to run up suf-
ficiently to take a bolt or two through the heel of the side counter timber, proceed in the same
Uu
330 OF LAYING OFF THE SQUARE TUCK, [Book II.
manner to run a horizontal line or two above that at the side of the wing transom ; say, one at
the upper side of the wing transom at the middle line; then run the main half-breadth line in
the half-breadth plan; and then, where the last horizontal line and main height of breadth inter-
sect the aft-side of the rabbet in the sheer-plan, square them down to the half-breadth plan,
and take their distances from the middle line of the half-breadth plan to where they intersect
their half-breadth line, and set them off from the middle line on their corresponding horizontal
lines in the body plan: next, by continuing the curve upwards through these spots, the hori-
zontal view of the tuck will be continued up to the height of breadth.
Now, where the horizontal view of the tuck in the body-plan intersects the bearding-line,
take the height, and transfer it to the sheer-plan, drawing a horizontal line, which will represent
the seating of the tuck; then take the distance from the seating of the tuck in the sheer-plan on
the rake, (in the direction of the rabbet of the post,) to the respective horizontal lines and height
of breadth, and set them up the middle line, from the horizontal line at the seating of the tuck
in the body-plan; striking a new horizontal line at every height, as shewn by the fine ticked
lines ; then, where the horizontal view of the tuck intersects the. horizontal lines first drawn,
square it up (from the base or any horizontal line) to their corresponding new horizontal lines;
which will give the spots through which the curve is to pass that will. represent the proper shape
of the tuck, agreeably to the rake ; and the line to which the fashion-piece mould must be made.
Inthe next place, the bevellings for the fashion-piece may be taken by proceeding as follows:
The aft side of the rabbet of the post, in the sheer-plan, represents the aft side of the fashion-
piece of the tuck; therefore, take the siding of the fashion-piece, and set it off afore the rabbit,
and square thereto; then, by drawing a parallel line to the aft side, the fore side of the tuck will
also be represented; next, from the seating of the tuck on the aft side, square a line from the
rabbet to the fore side, from which intersection take the heights of the horizontal lines up the
fore side, and set them up on the middle line from the horizontal line at the seating of the tuck
in the body-plan, drawing of new horizontal lines for the fore side of the fashion-piece, as shewn —
by the long ticked lines; then, where the fore side of the fashion-piece in the sheer-plan inter-
sects the horizontal lines and height of breadth ; square it down to their corresponding horizontal
lines and main half-breadth in the half-breadth plan, at which intersections take the distance
square to the middle line, and set it off from the middle line on their corresponding horizontal
lines, for the fore side of the fashion-piece in the body-plan: continue the fore side of the fashion-
piece down to the bearding-line, as you see ticked in the sheer-plan; then take the distance
from the intersection of the squared line at the seating down the fore side of the fashion-piece to
horizontal line 1, and where it intersects the bearding line, and set it off in the body plan below
the horizontal line at the seating of the tuck down the bearding-line ; strike a new horizontal
line for No. 1, and proceed as before directed to obtain the half-breadth spot on the half-breadth
and body plan; then, through all these spots, draw a curve which shall cut its intersection with _
the bearding-line, and the fore side or bevelling edge of the fashion-piece will be represented.
The aft side and fore side of the fashion-piece appear. now in their proper shape: in the
body-plan, and of ‘the same form as the fashion-piece when trimmed and laid flat with the
aft side upwards, as'then both edges will be seen, in consequence of its being a standing be-
Cua. IV.) OF LAYING OFF THE SQUARE TUCK. 331
velling: therefore, the distance from the line representing the aft side to the line of the foreside
taken on a square, will shew how much the bevellings are standing, or without a square, in the
breadth of the bevelling board, which must be equal to the siding of the fashion-piece; or the
bevellings may be set off on the mould where taken, as shewn in the plate.
Then, when the mould is made to the line of the aft side, the heel of it must be cut off well
with the line for the seating of the tuck, and likewise well with the middle line; as the two
fashion-pieces, when in their places, must meet at the middle line, in order to bolt and dovetail
into the stern-post. Mark also on the mould the bearding or side of the inner-post.
The bevellings may be taken at the different sirmarks or ribbands, which sirmarks should be
marked on the mould. But, in order to get the true stations of the ribbands, observe where the
diagonal lines intersect the horizontal view ofthe tuck in the body-plan, and square them up (from
the base line) to the line for the aft side of the fashion-piece to which the mould is made; this
will give their proper stations or uppersides, and may thence be marked on the mould. The
bevel in the plate is placed at a horizontal line to prevent confusion,
Run in diagonal 7, although the ending of it only differs from. those before, and need only be
~ described. Take the height square from the base line, in the body-plan, to the intersection of
the seventh diagonal with the horizontal view of the tuck, and set it up, in the sheer-plan, at the
aft side of the fashion-piece; and, from its intersection there, square it down to the half breadth
plan; then take the distance in the body-plan from the middle line to the horizontal view of the —
tuck in its diagonal direction, and set it off from the middle line, in the half-breadth plan, on
the line squared down, which: gives its ending at the fashion-piece. In the same manner take
the height where it intersects the upper side of the wing transom in the body-plan, and set it up
in the sheer-plan; and, where it intersects the aft side of the fashion-piece, square it down to
the half-breadth plan ; then take the distance from the middle line in the body-plan.as before, to
the upper side of the wing transom, and set it off from the middle line in the half-breadth plan
on the line last squared down; then, drawing a line through those spots as the ticked line in the
half-breadth plan, Fig. 1, you will have the true ending of diagonal 7, or any diagonal crossing
the wirig transom and fashion-piece.
The transoms of boats are laid down similar to the square tuck, but composed of only one
piece athwartships, and their upper side bounded by the upper side of the sheer. See Long
Boat, Plate 29.
We have now laid down and described the square tuck, as supposing it to bea flat surface,.
with no round aft, in order that the artist may see the nature of it in that form, before he at-
tempts to lay it down in a more difficult one; and, as supposing it clearly to be understood.
We shall, in the next place, proceed to lay down asquare tuck, the outside of which is to round
forward, and that the laying down of it may be clearly understood, we shall first give a de-
scription of it in its finished state.
“Suppose a flat surface, composed of thin deal or paste-board (in length from the wing transom
or height of breadth ‘to the keel, and in breadth equal to one side of the transom) was placed
with one edge to the rabbet of the post, and the other edge bent round in a curve as much as the
outside of the tuck is intended to‘round forward, in’ which position suppose it to be confined ;.
332 OF LAYING OFF THE SQUARE TUCK. [Boox I.
then, from the upper edge at the outside, set down the round down of the wing transom, from
which place to the upper edge at the middle line, draw a curve, and cut it out; the upper part
will then represent the upper edge of the wing transom; now draw the shape of the outside of
the tuck down to the post, and cut that also; the true shape of the tuck is now shewn as it is to
be trimmed, and as it will appear when in its finished state: then take it from its position and
. lay it flat, letting the round be unconfined ; and it will then appear as it is required to be laid
off in the body plan; in order to make the mould therefrom.
Therefore proceed, in the first place, to represent the horizontal view in the body plan as
follows: strike a horizontal line in the sheer-plan, at the height of the wing transom at the side,
and likewise several other horizontal lines at convenient distances below that, and one or two
above, and where each horizontal line and height of breadth intersects the aft-part of the rabbet
of the post, square them down to the middle line of the half-breadth plan, making of spots ;
then, upon the horizontal line at the height of the wing transom, at the side, set off from the aft-
side of the rabbet of the post, the round forward of the wing transom, in the sheer-plan, and
square it thence down to the half-breadth plan, upon which set off the half-breadth of the wing
transom, and thence sweep a curve to the spot for the said horizontal line at the middle line of
the half-breadth plan (the centre being in the last-mentioned line,) which will represent the aft-
side of the wing transom at the height of the horizontal line at the side; now, from the other
spots, squared down on the middle line of the half-breadth plan, sweep curves also, exactly similar
and parallel to the curve of the wing transom. The heights of the horizontal lines may now be
transferred from the sheer-plan to the body plan, and their half-breadths thence taken off and run
in the half-breadth plan; as done in the foregoing operation, Fig. 1. Next take the distance
square from the middle line in the half-breadth plan, Fig. 2, to where the horizontal lines inter-
sect their respective curves for the aft-side of the tuck, and set them off from the middle line on
their corresponding horizontal lines in the body plan ; a curve drawn through those spots will
shew the horizontal view of the tuck in the body plan; also, where the horizontal lines in the
half-breadth plan intersect their respective curves, square them up to their corresponding hori-
zontal lines in the sheer-plan ; and, by drawing a curve to pass through the different spots, the
thwartship view of the fashion-piece will be represented in the sheer-plan. .
The: thwartship view of the aft-side of the fashion-piece being shewn in the sheer-plan, we
may perceive that it leaves the rabbet of the stern-post at the head, in order to be conformable
to the wing transom at the side ; yet we must have a line drawn square from the rabbet of the
stern post, to lay down the tuck on the flat, the same as before, which may also be at the SaAHInE
of the tuck.
Take, therefore, the nearest distances from the square tine at the seating in the sheer-plan, to
where each horizontal line and height of breadth intersect the thwartship view of the aft-side of
the fashion-piece, and set them up from the said line in the body plan up the middle line, draw-
ing horizontal lines at every height ; then take the distance from where the horizontal lines in
the half-breadth plan intersect their respective curves to the middle line in the direction of the said
curves, and set them off from the middle line on their corresponding horizontal lines last drawn ;
then, a curve passing through these last spots, will give the form of the aft-side of the fashion-piece,
Cuap. IV.] OF LAYING OFF THE SQUARE TUCK. - S35
that will agree with the other timbers when in their places, and to which line the fashion-piece
mould must be made.
The line in the half-breadth plan, Fig. 2, or the aft-side of the wing transom, is not the line to
make the wing transom mould to: therefore, where the curve of the wing transom intersects
the horizontal line at the side, in the half-breadth plan, square out a line, as ata; then take the
distance from the middle line of the body plan to where the horizontal line of the tuck intersects
the horizontal line of the wing transom at the side in the direction of the round up of the transom,
and set it off square from the middle line of the half-breadth plan on the line last squared out,
which will give a spot for the end of the transom; then, where the upper side of the wing tran-
som at the middle in the sheer-plan, intersects the aft-part of the rabbet of the post, square it
down to the half-breadth of the post in the half-breadth plan, from which sweep a curve to the spot
before made for the end of the transom and the upper side of the wing transom will be represent-
ed, to which line the mould must bemade. ‘The bevelling of the wing transom will be the same
right athwartships, which bevelling is the rake of the rabbet of the post.
The aft-side of the fashion piece not being straight, it would be more troublesome and less
useful to run lines to trim it by bevellings ; therefore the best way will be to make a mould to
. the fore-side.
Proceed, therefore, to lay down the fore-side of the fashion-piece. Whatever it is to be sided,
set off square fromthe rabbet of the post, in the sheer-plan, and see what it will be in the direc-
tion of the horizontal lines, which must be set off from the thwartship view of the aft-side on the
horizontal lines, by which the fore-side may be represented in the sheer-plan; take the nearest
distance from the square line for the seating, in the sheer-plan, to where the horizontal lines cross
the foreside of the fashion-piece, and set them up the middle line in the body plan, from the ho-
rizontal line at the seating of the tuck, drawing horizontal lines: then, where the foresides of
the fashion-piece crosses the horizontal lines in the sheer-plan, square it down to their cor-
responding horizontal lines in the half-breadth plan, froni which take the distances to the middle
line in the direction ef the curves, ticked for distinction in the plate, and set them off from the
middle line on their corresponding horizontal lines in the body plan. Continue the foreside of
the fashion-piece in the sheer-plan down to the bearding line as ticked; then take the distance from
the intersection of the square line at the seating down to horizontal line No. 1, and to where it
intersects the bearding line in the direction of the foreside of the fashion-piece, and set it offin the
body plan below the horizontal line at the seating of the tuck down the bearding line; strike in
the new horizontal line, No. 1, and proceed, as before, to obtain the half-breadth spots on the
body plan; then, through all those spots, let a curve pass, cutting its intersection at the beard-
ing line, and it forms the foreside of the fashion piece according to the proposed siding. To this
line the mould for the foreside of the fashion-piece must be made, and upon it marked the hori-
zontal line at the seating of the tuck.
Proceed now to make the mould to the aftside of the fashion piece in the body plan, the upper
end of which runs up to the height of breadth and cuts off in a horizontal direction ; and the
lower end cuts off to the horizontal line for the seating and middle line of the stern post: mark
on the mould the horizontal lines quite across it and the sirmark which you see crossed upon
534 OF LAYING OFF THE SQUARE TUCK. [Boox II.
the mould and stern post, some inches above the seating, the corresponding sirmark being as
carefully marked on the stern post ; so that, when the heels of the fashion-pieces are letting on
to the stern post, those sirmarks must exactly agree ; as it will not only be a remaining proof,
but prevent any mistake in the height, supposing the workmen to cut the heels too short.
Another mould must be made to the round aft on a square, which must be taken in the di-
rection of the ticked line marked b in the sheer-plan, and that set off square from any line, at
pleasure, at the half-breadth at the wing transom ; to which sweep the segment of a circle, and
it will give the round-aft of the tuck, at any height, square from the rabbet of the stern-post.
Let the mould be made of a parallel breadth equal to the siding of the fashion-piece, let the
inner end be cut off at the side of the post, parallel to the middle line, and let the outer end
correspond well with the upper horizontal line or outside of the fashion-piece; then, when
the fashion-piece is to. be trimmed, it may be roughly sided on the aftside, so as to lay the
aftside mould upon it to cut off the head and heel nearly ; the head may be then cut off by the
mould the thwartship way, and the fore and aft way may be set off square. Now fasten the round
aft mould, that was made to the siding, on to the head of the fashion-piece, by which the fore and
aftsides may be trimmed out of winding, by lines parallel to the middle line. We shall then have the
best opportunity of seeing how to convert the piece, by seeing both sides at once, and the
fashion-piece will then be of a parallel thickness from one end to the other, by all lines that are
parallel, whether perpendicular or horizontal.
The bevelling may then be taken at the main breadth by applying the stock of the bevel to
the curve of the tuck, and the tongue to its corresponding half-breadth line ; another bevelling
may then be taken at the horizontal line nearest the seating of the fashion-piece, in the same as
the other bevelling ; then, when these two bevellings are applied to the fashion-piece, care must
be taken to keep the stock ofthe bevel in the direction of the horizontal lines as marked on the
mould ; and, when the fashion-piece is trimmed to those two bevelling spots, the mould for the
foreside may be applied, and the foreside by that means may be trimmed exactly. As a proof,
or a quicker way, trim a spot through at the heel, to fay to the side of the inner post, at the
horizontal line at the seating of the tuck ; then square that line through to the foreside from the
aftside, to which place, the horizontal line marked on the foreside mould at the seating of the
tuck must be kept exactly, and the head of the mould well with the bevelling spot set offat the
height of breadth. The foreside may then be moulded, as the mould now lies in its proper
position. . |
In smaller vessels, or boats, the planks of the bottom generally run through to the aftside of
the tuck; but, in larger vessels, the fashion-piece is generally left large enough to admit of a
rabbet at the foreside, to receive the ends of the planks, which is the best and strongest method.
The fashion-piece, as here laid down, is conformable to the timbers of the body, both at the fore
and after sides, that it might be the more easily understood ; but, when the fashion-piece is mould-
ing, care should be taken to leave wood enough, without side the mould, to allow of a rabbet
sufficient for the planks of the bottom, which may be found quite near enough for practice, by
setting off full the thickness of the outside plank square from the outer edges of the mould, in-
creasing it gradually towards the heel, as the plank there increases more than its real thickness in
_Cuapr. IV.) OF TAKING THE BEVELLINGS. OF THE HAWSE PIECES. 335
the direction cut off. In taking out the rabbet on the aftside for the plank that shuts in between
the wing transom and the fashion-piece, do not take it out so low down as where it intersects the
post, but leave it square some inches above it, that the midship piece may be gotten in its
length, and have a proper butt for caulking, as shewn in the body plan Fig. 2
Leave the fashion-piece sufficiently sided for the wing transom to dove-tail into it on the aft-
side, and the foreside of it, that runs above the wing transom, strong enough to receive the bolts
and succour the heel of the side counter timber.
Ԥ 13. TO LAY DOWN AND TAKE THE BEVELLINGS OF THE HAWSE PIECES BY HORIZONTAL LINES.
CP iatceG gly
Tuesz hawse pieces, when in their places, are supposed to stand perpendicular, and their sides to
look fore and aft, exactly similar to the square timbers, but with their sides fore and aft instead of
athwartships. Take the sidin g of the knighthead, the foremost edge of which is represented by the
siding of the apron, as the rabbet is on the aftside of the stem, which answers to the bearding
line ; (but, when the rabbet is in the middle of the stem, then the siding of the stem represents the
foreside of the knight-head ;) take, also, the siding of the hawse-pieces, from the table of dimensions,
and strike them in the half-breadth plan on the floor, letting their lines end against the thwart-
ship view of the foremost edge of cant timber y and filling before it, which will represent the .
heels of them ; then, the water lines, being parallel to the upper edge of the keel, are run in the
halfbreadth and sheer plans, and may be the horizontal lines for laying off the hawse pieces,
with the main and top breadths, and likewise another horizontal line or two between the main
and top breadths, as taken from Plates | and 2, and represented in Plate 6. .
Where the foremost edge of cant timber y and filling before it in the half-breadth plan, crosses
the water lines, main and top breadths, and horizontal lines between, square them up parallel
to any square timber, to their corresponding lines in the sheer-plan ; also, where it intersects the
bearding line in the half-breadth plan, square it up to the bearding line in the sheer-plan, let a
curve pass through all the spots and the thwartship view of the fore-edge of cant timber y and
filling will be represented in the sheer-plan. ‘The filling timber is introduced in order to shorten
the heels of the knight-head and two foremost hawse-pieces, and that they may run down without
chocks at the heels, and make stronger work.
Where the fore edge of cant timber y and filling before it cross the water lines, main and top
breadths, and horizontal lines between, in the half-breadth plan, take those distances square to
the middle line, and transfer them to the body plan; setting them off square from the middle
line on their corresponding lines; then draw a curve through those spots, and another trans-
ferred from the sheer-plan, where it crosses the bearding line, the fore and aft view of the fore-
edge of cant timber y and filling will be represented ; and, where it intersects the lines of the
knight-head and hawse-pieces, is the proper height of their heels, which will agree with the height in
the sheer-plan.
336 OF TAKING THE BEVELLINGS OF THE HAWSE-PIECES. {Boox II.
As it will be required hereafter to take off the fore edge of the cant-timber y and filling from
the middle line in the half-breadth plan, in its cant direction, and where it crosses the bearding
line, water lines, main and top breadths, and horizontal lines between, take those distances, and
set them off square, from the middle line of the body-plan, on their corresponding lines, and a
curve drawn through those spots will represent the line of cant-timber y, and also the filling at
the fore edge.
Then, where the lines for the knight-head and hawse-pieces in the half-breadth plan cross the
water lines, main and top breadths, and horizontal lines between, square them up to their cor-
responding lines in the sheer-plan, which will give the spots through which the curves are to pass
to represent the moulding edges of the knight-head and hawse-pieces, in their proper places ;
and where the lines for the knight-head and hawse-pieces meet at the foremost edge of cant-tim-
ber y, and filling before it, in the half-breadth plan, square them up to the thwartship view in the
sheer-plan, which will give the heels of the knight-head and hawse-pieces in the sheer-plan; and,
by drawing of lines thence perpendicularly upwards, will be obtained the direction in which the
heels are to be cut off to fay against the foreside of cant-timber y, and also the filling: then,
by applying the stock of a bevel to the lines of the knight-head and hawse-pieces, in the half-
breadth plan, and the tongue to the line of the fore edge of cant-timber y, and likewise to the
filling, we shall find the bevelling to be applied to the heels to trim them the thwartship way so
as to fay against the foreside of cant-timber y, and filling before it.
The sides of the knight-heads and hawse-pieces, being parallel to each other, and supposed to
fay close to each other, when in their places, in consequence the line or moulding edge of one
will serve to counter-mould the other; hence the bevellings may be taken at every sirmark, (that
is, at every harpin,) which must be marked on the hawse-piece moulds; and, in order to find
their proper stations, take off the knight-head and hawse-pieces from the middle line in the
half-breadth plan, and represent them as so many straight lines, parallel to the middle line in
the body-plan; then, where the knight-head and hawse-pieces, and square timbers, cross the
diagonal lines, take off those heights, and set them off on their corresponding knight-head and
hawse-pieces, and square timbers, in the sheer-plan, which will give the horizontal view and
proper stations of the harpins on the knight-head and hawse-pieces. Now fix one leg of a pair
of compasses in the lines for the knight-head and hawse-pieces at the different sirmarks, and
extend the other to the line of the next hawse-piece or after edge, sweeping it till you have the
nearest distance, as may be seen in Plate 6, at the 4th or after hawse-piece ; which will shew
how much the bevelling is within a squared the breadth of the bevelling board, and which
should be in breadth equal to what its hawse-piece is sided. The bevellings at the heel, to coun-
ter-mould them, must next be taken; in order to which, where the hawse-pieces intersect the
fore and aft view of the foremost edge of cant-timber y, level them out to cross the cant-line of
the foremost edge of cant-timber y in the body-plan, at which spot erect perpendiculars: then
place the stock of a bevel against the perpendicular, and the tongue to the cant-line of the fore
edge of cant-timber y, which will give the exact bevelling to be applied on the heel when cut
off for counter-moulding the after hawse-pieces, and so on with the others. If this bevelling
for the heel was alone set off, and another at the head for the knight-head and hawse-pieces,
Cuar. IV.) OF LAYING DOWN AND BEVELLING THE HAWSE-PIECES, $37
then the mould for the next hawse-piece aft, by being kept well at the head and keel, and like-
wise at its proper height, would consequently counter-mould or form the after edge exactly ; but
this can only be done when the knight-head or hawse-pieces are converted the whole length, or
the chock fayed on the heel before it is moulded.
Observe to allow, beyond the mould for the knight-head, its cast forward above horizontal 1, as
shewn by the lines in the sheer-plan, Fig. 1; otherwise the inside and outside plank, working
through the knight-head, would nearly cut it off. To have this overcast wood still longer, the
upper strake, both inside and out, and sheer-strake of round-bowed ships, are not worked
through: Allow also, in the siding, what the knight-head may require to open for the bowsprit.
The sheer of the harpims, or ribbands, being run in the sheer-plan, let them be taken off
square from the middle line, to their intersection with the square timbers in the body-plan ; and
those distances set off on their corresponding timbers from the middle line in the half-breadth
plan; we shall then have the half-breadth of the ribbands, as shewn horizontally, ending them
as before directed: then, where the knight-head and hawse-pieces intersect the horizontal rib-
bands, square them up to their corresponding harpins or ribbands in the sheer-plan ; and, as a
proof to the work, you will find them exactly correspond to the lines for the knight-head and
hawse-pieces, as before run by the water lines.
§ 14. oF LAYING DOWN AND BEVELLING THE HAWSE-PIECES, WHEN THEY ARE REQUIRED TO BE
SIDED LESS AT THE HEELS.
Tue hawse-pieces, as described in the last section, were supposed to be sided parallel, or equally,
at the heads and-heels, and their sides to look fore and aft or parallel to the middle line; and,
consequently, they appeared as straight lines when viewed in the half-breadth plan and body-plan.
The hawse-pieces now to be laid down are intended to be sided less at the heels than at the
heads, but their sides also to look fore and aft ; that is, their sides at any particular height are
to be parallel to the middle line; but, as the Hicals are to be sided less than their heads, they
cannot therefore appear as straight lines in the half-breadth plan.
Proceed to set off the siding of the heads of the knight-head and hawse-pieces in the body-
plan, letting them taper towards the heels as firach as may be thought necessary ; as, in the
body-plan, they may be represented by straight lines, as Fig. 2, Plate 6. |
The thwartship view of the foremost edge of cant-timber y, which the hawse-pieces are to end’
- against, must be represented in the sheer-plan by squaring up its intersection with the horizontal
ribbands in the half-breadth plan to their respective harpins in the sheer-plan.
The fore and aft view and cant-line of the foremost edge of cant-timber y will be represented
in the body-plan by taking off its intersection with the square ribbands, square from the middle
. Ine of the half-breadth plan; and, where they intersect the diagonal or ribband lines, square’
from the. middle line in the body-plan, level out lines, and let a curve pass through as before
xX X
$38 OF LAYING DOWN AND BEVELLING THE HAWSE-) >= °<2S. [Boox II.
directed ; then take its intersections in the half-breadth plan, as before, only on the cant Ur»
same line, and set them off from the middle line in the body-plan upon the lines levelled, out,
and a curve through those spots will shew the cant-line. Then, the proper heights of their heels
will be where the fore and aft view of cant y intersects the lines for the hawse-pieces and
knight-heads. ,
Now take the height. of breadth line, beak-head, and toptimber line, at. the aftside of the rab-
bet of the stem, in the sheer-draught, and set them off on the half-thickness of the stem in the
body-plan, whereby those lines may be represented in the body-plan, Vig. 2, as they appear
round the bow. We may now proceed to shew what form the hawse-pieces will appear im, in
the half-breadth plan.
The knight-head was before represented by the bearding line, both in the halfbreadth and
body plans; but, to shew a difference, we have reduced the apron to the siding of the stem,
which must be, if the rabbet were in the middle of the stem; and, of course, the knight-head
must fay against the side of the stem, which consequently tapers. Take the distance square, from
the middle line in the body-plan, to the heels of the hawse-pieces or their intersection with the
fore and att view of the foremost edge of cant-timber y, and set them off square from the middle
line on the foremost edge of cant-timber y, in the half-breadth plan, which will give the heels of
them there; then take the distance square from the middle line in the body-plan, to where the
hawse pieces cross the diagonal ribband lines, main and top*breadth, and horizontal lines between,
and set them off square from the middle line in the half-breadth plan on their corresponding
horizontal ribband lines, main breadth, &c.: then, by drawing curves to pass through the spots
so set off, they will shew the form that the hawse-pieces and knight-head would appear in, to an
eye directly over them and looking down upon them, occasioned by the different curves of the
body when cut by those sections. .
Proceed, in the next place, to shew the form of the body, supposing it to be cut by the different
sections of the hawse-pieces, to which form the moulds are to be made to trim them. Where the:
hawse-pieces in the half-breadth plan intersect the horizontal ribbands, (or horizontal water lines,
if run,) main and top breadths, and horizontal lines between, let them be squared up to their’
corresponding lines in the sheer-plan; also, where they end against the foremost edge of cant-
timber y, in the half-breadth plan, let them be squared up to the thwartship view of the fore-
most edge of cant-timber y in the sheer-plan; or, which is more correct, where they intersect
the fore and aft view of the foremost edge of cant-timber y in the body-plan, take those heights
and set them off on the foremost edge of cant-timber y in the sheer-plan; both of which.will
give the spots for the heels of them in the sheer-plan. Then, by drawing curves to pass from
the last-mentioned spots, through the other spots set off, the moulding edges of the hawse-
pieces, and the aftside of the rabbet for the knight-head, will be represented in the sheer-plan,'
shewing them as they appear when in their places. To be more exact, and supposing the
hawse-pieces to taper much more than these do, the heights of the harpins, main breadth, &c,
should be taken in the direction of the hawse-pieces, as they appear in the body-plan, from the’
intersection of the heel with the fore and aft view of the foremost edge of cant-timber y, and-
that height should be levelled out in the sheer-plan as at the moulding edge of the Ath. hawsex
¥
~ Cuar. IV.) OF LAYING DOWN AND BEVELLING THE HAWSE-PIECES. 339
piece. Then set up those heights in the sheer-plan, above the line levelled out at the heel, upon
-perpendiculars raised at the intersection of the hawse-pieces at the harpins, &c. as now run in
the sheer-plan ; and, whatever alterations these new heights. produce, are the real curves to
_which the moulds ought to be made, and the exact heights of the sirmarks of the harpins, &c.
to be marked on the moulds.
The method of bevelling these hawse-pieces is done in the manner described in the Iast sec-
tion ; for, although they do not appear the same in the half-breadth plan, yet in the sheer-plan
{their sides looking fore and aft) you see the form of them square from the plans of their sepa-
rate sides ; therefore the distance at which they appear from each other in the sheer-plan,-at each
harpin, is the proper bevelling of them, agreeably to their distance from each other, taken at
their corresponding lines in the half-breadth plan. |
Where the heels of the knight-head and hawse-pieces step on the thwartship view of the fore-
most edge of cant-timber y, in the sheer-plan, draw them up perpendicular; which gives the
direction for cutting off the heels to fay against the foremost edge of cant-timber y; and, to
bevel the heels of them, the tongue of the bevel must be placed to the foremost edge of cant-
timber y in the half-breadth plan, and the stock kept in a fore and aft direction parallel to the
middle line, as at the 4th hawse-piece.
To find the bevelling of the heel, to be applied when the heel is cut off by the last bevelling,
in order to counter-mould the hawse-pieces ; level out the heels of the hawse-pieces at their inter-
section with the fore and aft view of the foremost edge of cant-timber y, to the cant line of the
foremost edge of the same timber in the body-plan, and there raise perpendiculars, to which
apply the stock of a bevel, and the tongue to the said cant line, which will give the bevelling
of the heel, in order to counter-mould the knight-head or hawse-pieces: when cut off, this may
be said to be near enough for the tapering of the present hawse-pieces ; but, were they to taper
much more, the side of the 4th hawse-piece would consequently incline much nearer to the mid-
dle line at the heel. To be exact, take the height from the horizontal line at the heel to where
the second futtock-ribband intersects the moulding edge of the 4th hawse-piece, in the direction
of the said edge in the body-plan, and set it up parallel to the horizontal line at the heel in the
sheer-plan. ‘Then take the nearest distance from the middle line in the body-plan to the inter-
section of the second futtock-ribband, where you will see a spot, and set it off square from the
middle line on the half-breadth plan on the fore edge of cant y; square up this intersection to
intersect the last horizontal line drawn in the sheer-plan, and strike a line thence to intersect the
heel of the hawse-piece, No. 4, as ticked in the plate, which gives the exact line to which the
heel must be cut off to fay against the fore edge of cant y. Take the distance from the middle
line in the half-breadth plan, in the direction of the fore edge of cant y, to the last-mentioned
spot, and set it off from the middle line in the body-plan on the last horizontal line there struck;
and, from its intersection, draw a line, as ticked, to the heel.of the timber, which is likewise
the line to which the stock of the bevel must be applied, to give the bevelling of the heel to
counter-mould the hawse-pieces.—To mark the true stations of the hawse-pieces on the harpin-
moulds, see Section 16, hereafter.
340 OF LAYING DOWN AND BEVELLING THE HAWSE-PIECES, [Boox II.
$ 15. TO LAY DOWN AND BEVEL THE HAWSE-PIECES BY HORIZONTAL LINES; OR THE HORIZONTAL
RIBBANDS, WHEN CANTED. :
Tur method of laying down and disposing of the hawse-pieces, which we are about to shew in
this section, is the most complete of any, as it is the best for the strength of the ship, and will
likewise assist the conversion of the timber ; for, by canting them, they will be diminished at the
heels, whereby a less piece of timber will do the same service as a larger; and, as the canting
and diminishing of them at the heels is performed by one operation, they consequently must
appear as straight lines when viewed in the half-breadth plan; and it must be allowed, that all
timbers, when canted nearer to a square with the body, add more to the security of the plank,
and the timbers are not wounded so much by that security. The canting of the hawse-pieces is”
also some advantage to the hawse-holes; for although the hawse-holes are generally cut nearly
parallel to the middle line, yet this method leaves most wood at that side of the hawse-hole
which is the farthest from the middle line, and is the wearing side of the hawse-hole.
Proceed to dispose of the hawse-pieces in the half-breadth plan, giving them a proper cant,
by letting the heels be sided less than the heads, and representing them by straight lines; as
Fig. 3. Plate 6. ‘Then shew the thwartship view of the foremost edge of cant-timber y in the
sheer-plan, as before described; likewise the cant line of the same timber in the body-plan:
Then, where the hawse-pieces intersect the water lines and horizontal No. 1, likewise the main
and top breadths in the half-breadth plan, square them up to their corresponding lines in the
sheer-plan ; also, where they intersect the line of the foremost edge of cant-timber y in the half
breadth plan, square them up to the thwartship view of the foremost edge of-the same timber
im the sheer-plan ; through these spots let curves pass, which will give the exact thwartship view
of them as ticked in the sheer-plan, supposing they were in their places ; but, as the sides do not
look fore and aft, these are not the proper lines to make the moulds to, but will be serviceable
hereafter, to get the proper heights of the main and top breadths, as likewise of the harpins, to
be crossed on the hawse-piece moulds, the moulding edge of the knight-head being shewn by
the aftside of the rabbet, as observed in the last section. .
Now take the distance, in their cant direction, from where the knight-head and hawse-pieces
mtersect the foremost edge of cant-timber y in the half-breadth plan, to where they imtersect
the water lines and horizontal No. 1, and set them off from the middle line in the body-plan on
their corresponding horizontal lines ; but, as the main-breadth line is not a horizontal line in the
sheer-plan, its several heights where it crosses the thwartship view of the knight-head and
hawse-pieces in the sheer-plan, must be taken and transferred to the body-plan ; drawing hori-
zontal lines at each height. Then take the distance from where the knight-head and hawse-
pieces intersect the foremost edge of cant-timber y in the half-breadth plan, to where they in-
tersect the main half-breadth line in their cant direction, and set them off from the middle line
in the body-plan on their corresponding heights last levelled out ; next take the height where the
heels of the knight-head and hawse-pieces intersect the thwartship view of the foremost edge of
Cuapr. IV.] OF LAYING DOWN AND BEVELLING THE HAWSE-PIECES. 341
cant-timber y in the sheer-plan, and transfer them to the middle line in the body plan ; whence
let curves pass through the other spots set off, and they will represent the proper form of the
knight-head and hawse-pieces, to which lines the moulds are to be made.
The proper stations of the harpins to be marked on the moulds may be had in the following
manner : run the horizontal or thwartship view of the harpins in the sheer-plan, as before di-
rected, which is the exact height of them when in their places; then, where they intersect the
thwartship view of the knight-head and hawse-pieces is the exact height to be transferred from
the sheer-plan to their corresponding hawse pieces in the body plan; and this gives the exact
stations of the harpins to be crossed on the knight-head and inawse-picee moulds.
These hawse-pieces must be bevelled, by laying down a parallel line to the siding, as done for
the cant timbers or cant transoms; therefore, draw a line parallel to the joint of the fourth
hawse-piece, in the half-breadth plan ; and, where the line for the joint of the fourth hawse-
_piece intersects the foremost edge of cant timber y; square a line thence to the parallel ticked
line, which, for distinction, call the heel of the bevelling edge, then take the distance from the
heel on the bevelling edge to where the water lines and horizontal No. 1 ; intersect and set them
off from the middle line on their corresponding horizontal lines in the body plan. Where the be-
velling edge in the half-breadth plan intersects the main half-breadth line and foremost edge of
cant timber y, square them up to the height of breadth, and thwartship view of the foremost
- edge of cant timber y in the sheer-plan, and thence transfer those heights to the middle line in
the body plan, drawing horizontal lines; then take the distance from the heel of the bevelling
edge in the half-breadth pian to the main half-breadth line and foremost edge of cant timber y,
in the direction of the bevelling edge, and set them off from the middle lme in the body plan
at their respective heights last levelled out ; then, by drawing acurve through those spots so set
off in the body plan, the bevelling edge of the fourth hawse-piece will be represented. Whatever
distance the moulding edge is from the bevelling edge in the body plan, taking the nearest dis-
tance, so much is the bevelling under from a square, at the different harpins d cc in the breadth
of the bevelling board, which must be in breadth the same as the distance from the moulding
edge to the bevelling edge in the half-breadth plan, taking it on a square. In the same man-
ner proceed with the other hawse-pieces, and likewise with the knight-head, and the bevellings of
all may then be taken. :
But, as the water lines are not always parallel to the upper edge of the keel, consequently not
horizontal in the sheer and body plans, neither is it customary to run the water lines upon the
floor, but*the horizontal or square ribband lines must be run for the purpose of laying’ off
the cant timbers ; therefore, it is absolutely necessary to shew the method of laying off the cant
hawse-pieces by the horizontal or square ribband lines, though attended with much more trou-
ble. But this method does not require the thwartship view of the hawse-pieces to be shewn in
the sheer-plan.
But, to proceed, take square from the middle line, in the half-breadth plan, the intersections of
the lines representing the knight-head and hawse-pieces at the horizontal ribband lines, and _ set
them off square from the middle line in the body plan to where they shall intersect their re-
spective diagonals or ribband lines ; and, at those places strike horizontal lines. Then take the
342 OF LAYING DOWN AND BEVELLING THE HAWSE-PIECES. {Boox If.
distances in the direction of the lines representing: the knight-head and hawse-pieces, in’ the half-
breadth plan, from their intersection at the foremost edge of cant timber y, to where they in-
tersect the horizontal ribband lines. Then set off those distances from the middle’ line in the
body plan, on each respective horizontal line last drawn, (which horizontal lines will be found to
agree with the heights at the intersection of the thwartship view of the hawse-pieces with their
respective ribbands, as laid off by the horizontal water lines in the sheer-plan). The. thwart-
ship view in the sheer-plan and cant line for the foremost edge of cant timber y in the body
plan being already laid off, the fore and aft yiew in the body plan is not required in this ope-
ration. a ;
The heels, main and top breadths, and horizontal lines between, are laid off exactly as shewn in
the last section, by the horizontal water lines and curves being made to pass through those spots,
which will be found to agree with those already run by the water lines in the body plan, and
likewise the stations of the ribbands to be marked on the moulds. To bevel the knight-head and
hawse-pieces, by the horizontal ribband lines, proceed to lay off the bevelling edge and square
over the heel as before directed ; and, to prove how it will agree, we will lay off the bevelling
edge of the fourth or after hawse-piece. "Take the distance square from the middle line, in the
half-breadth plan, to where the horizontal third futtock ribband intersects the ticked line, or be-
velling edge, and set it off square from the middle line in the body plan to where it shall intersect
the third futtock ribband line; there strike a horizontal line, and then take the distance from
where the heel of the bevelling edge intersects to where it crosses the third futtock horizontal rib-
band line in the direction of the bevelling edge in the half-breadth plan, and set it off from the
middle line in the body plan, upon its corresponding horizontal line last drawn there, and mark
a spot. Proceed the same with the horizontal second futtock ribband line, in the half-breadth
p!an, and produce its horizontal line and spot in the sheer-plan. The operation is only shewn at
the third futtock ribband to prevent confusion. The spot at the heel intersecting the foremost
edge of cant-timber y, at the bevelling edge, is the same operation as by the horizontal water lines,
and need not be repeated here; but, as only two spots have been obtained by the horizontal
ribbands, continue the ticked line or bevelling edge farther aft, so as to intersect the horizontal
floor ribband line in the half-breadth plan. Then take the distance square from the middle line, as
before, to the intersection of the bevelling edge with the horizontal first futtock ribband line in
the half-breadth plan, and set it off square from the middle line in the body plan, to where it
shall intersect the first futtock ribband line: draw there a horizontal line, then take the, distance
from where the heel of the bevelling edge intersects the ticked line or bevelling edge; and, in
that direction to where it intersects the horizontal first futtock ribband, set it off to the left hand
of the middle line in the body plan upon its horizontal line last drawn: by these means another
spot is obtained; and, proceeding thus with the floor-ribband, let a curve pass through these
and the other spots. The bevelling edge may be run as low down as the moulding edge, or the
moulding edges may be continued lower down in the same manner, and prove'the heights atthe
heels. It may be proper to observe, that the same may be done by the horizontal water lines.
The bevelling edge above the diagonal ribbands is run as in the operation by horizontal water
Jines.
Caar. IV.) OF LAYING OFF AND TAKING THE Dyo—-\Gs OF THE HARPINS. 343
When the knight-hep-= - “wawse-piece moulds are made, cross the middle line of the body
pan upon the moulds (or, which is best, cut off the heel of the mould well with the middle line)
which will give the direction required for cutting off the heels, in order to fay them against the
foremost edge of cant-timber y, and to take the bevelling for cutting off the heels to fay against
the foreside of cant-timber y the thwartship way. Apply the stock of the bevel to the lines of
the moulding edges in the half-breadth plan, and the tongue to the foremost edge of cant-
timber y ; and, to find the bevelling of the heel to countermould them when cut off, proceed as
described in the former sections.
The directions for marking the stations of tlhe hawse-pieces on the harpin moulds will be found
in the next section.
§ 16. OF THE NATURE AND USE OF THE HARPINS WITH THE VARIOUS METHODS OF LAYING THEM
OFF, AND TAKING THE BEVELLINGS. (See Plate VII.)
Tue’ ribbands to which the’ harpins are connected reach along the ship fore and aft, but in the
wake of the cant bodies, or at the fore and aft part of the ship, they are termed harpins, and are
trimmed to the shape of the ship’s body by moulds and bevellings from the mould loft. The
ribbands and harpins are canted, or placed diagonally, similar to the cant-timbers, and for the
same purposes. First, it is the best conversion ; secondly, for shoring and better securing the
timbers until the plank is on, being nearly square from the timbers. The upper ribband that
is shored, is so placed that the main wales may be wrought and shored before that ribband is dis-
turbed ; and, indeed, the nearer the ribbands approach the direction in which the planks are to
be wrought, the better ; because the planks themselves, when wrought, become as ribbands, and
may be shored before the ribbands immediately below them need be disturbed.
To understand the canting of the ribbands more clearly, what was said in Section 4, in order
to quicken the ideas of the student with respect to the cant-timbers, may be observed with re-
spect to the ribbands ; for, where they intersect at the middle line, suppose them hung with
hinges ; and, instead of swinging vertically at a cant-timber, to swing upwards or downwards, as
the flap of a table, the middle line or joint being an horizontal line, which will be the case all
fore and aft if they are at the same heights in both bodies as at first futtock harpin, Plate 7.
also, suppose the diagonal line as drawn, to represent the ribband in the body plan, Plate 7. to
represent the edge of a large surface, the breadth of which is equal to the distance of the line of
the same cant-ribband on the half-breadth plan, from the middle line, and the fore and aft view
of that surface to be represented by that one line ; it immediately follows, that the surface must
stand horizontal: then, if we describe the proper shape ofthe first futtock cant-ribband, as re-
presented in the half-breadth plan, upon this surface (keeping its position) then cut it out and
afterwards lower it to its diagonal position, it will exactly cover the horizontal view of the same
ribband, as described in the half-breadth plan ; and we shall have the true situation of the cant-
ribband as in its place on the ship. (Except the difference between a plain surface and the sheer
of the ribbands upon the ship which shall be pointed out at the close of the Section.) Whereas,
$44 OF LAYING OFF AND TAKING THE BEVELLINGS OF THE HARPINS. [Boox II,
when lifted up, as before, to its horizontal position, it exactly agrees to its cant-ribband as laid
off on the half-breadth plan, to which line the mould for the harpins must be made, as repre-
sented at the third futtock harpin, Plate’'7. by the ticked line marked outside of the mould in
the half-breadth plan. As all the moulds are similar, this may suffice.
The ribbands, that they may support the timbers until the plank is brought on, are generally
spaced as follows. The floor ribband is generally placed above eighteen inches below the floor-
heads, and sometimes one below that, which supports the heels of the lower or first futtocks
called the lower ribband (if a harpin is not made to it, it is useful as a bevelling spot). The next
above the floor-ribband is the first futtock ribband ; generally placed midway between the floor
and first futtock heads, which supports the first futtock heads and second futtock heels. The
next above is the second futtock ribband, which is placed midway between the first and second
futtock heads, and supports the second futtock heads and third futtock heels. The next above is
the third futtock ribband, which is placed midway in the midships between the second and third
futtock heads, and supports the third futtock heads and fourth futtock heels : this is the upper rib-
band that is shored, and is so placed forward, that it need not be disturbed until the main wales
are wrought and shored. ‘To support the timbers of the topside, above the main breadth, let a
ribband be placed about nine inches below the range of the ports of each deck; so that the
lower sills may be let out clear of the ribbands: and, lastly, another ribband is placed along the
sheer with its lower edge well with the toptimber line, or nearly so, so that the under sheer strake,
may be wrought before it is disturbed. This is commonly a larger ribband, like that at the floor.
head, to keep the topside fair.
The harpin moulds being made, mark the stations of the cant-timbers upon them thus.
Where the cant-timbers intersect the horizontal or square ribbands, square them up to their cor-
responding cant-ribbands in the half-breadth plan, as at the third and second futtock harpins ;
then, striking a straight line fromthe intersection of each cant-timber, at the middle line of the .
half-breadth plan, to their corresponding stations just squared up, will give the direction of the
cant-timbers as they stand with the harpin mould, as at cant-timber u, second futtock harpin. —
The common method of taking the bevellings is, at every square timber, which must be also
marked on the harpin mould, as they lie in their places on the floor. The stations of the square
timbers making no alteration, because the harpin is lowered in a perpendicular direction. Fix
the stock of a bevel well with the ribband or harpin line in the body plan, and the tongue against.
the outside of the square timber as at o, third futtock harpin, and so on with the other timbers,
marking each of them, and the name of its respective timber on a board (the board to be as broad
as the harpin is sided or deep) which gives the bevelling of the harpin at each timber: then fix the,
stock of the bevel upon the same harpin line in the body plan, and the tongue against the side
of the stem, and mark that likewise upon the board; and, by that bevelling the foremost end of.
the harpin must be trimmed to fay against the stem. The fore and aft part of the harpin, against
the stem, is obtained by the foot or swell on the fore end of the harpin mould, which is cut off,
well with the half thickness of the stem, parallel to the middle line. Another bevelling is taken,
and applied over the end after it is cut off to the fore and aft line, and bevelled against the —
stem thus: fix the stock of a bevel upon the horizontal line of the harpin upon the stem, and,
Cuap. IV.] OF LAYING OFF AND TAKING THE BEVELLINGS OF THE HARPINS. 345
the tongue to the aftside of the rabbet of the stem, as at the third futtock harpin in the
sheer-plan, and a sirmark is made on the mould where the half thickness of the stem shall
intersect, to this sirmark the bevel is to be applied as maybe seen in the plate, particularly
at the lower harpin lines, which end in the middle of the rabbet, as the floor and lower
harpins.
To fix the harpins well at the stem, let the foreside of the rabbet of the stem be squared down
upon the mould, marking there a sirmark, which must, of course, agree with the foreside of the
rabbet of the stem upon the ship when the harpin is in its place.
This method. of taking the bevellings for the harpins is something similar to the taking of
the bevellings of the transoms to the buttock lines on the sheer-plan: for, unless the stock
of the bevel is held in the direction of the square timbers, as marked on the mould, and
the tongue square from the upper edge, error will be inevitable. Let the lower edge of the
harpin be run on the half-breadth plan, and the bevellings may be applied square from the
mould at every other cant-timber; the square timbers need. not be marked upon the moulds
at all.
_ Strike a line at the depth or siding of the harpin, below the harpin line, as at the first
futtock harpin in the body plan; and, at its intersection with the middle line, square a line’
to its under edge: then fix a batten at the intersection of the square line, and mark upon it
the intersections of all the square timbers with the under edge (or ticked line). Set them off,
on their corresponding timbers, from the middle line of the half-breadth plan, and pin a batten
to those spots: the batten will form the curve marked bevel edge as at the first futtock harpin.
Now, by sweeping the nearest distance with a pair of compasses, from the cant line to the
under edge at any place, will be obtained what the bevelling is from a square at that place. If
towards the middle line, it is so much under from a’square ; and, where it is without the cant-
line, it is, of course, so much without a square or standing bevelling: but, as it would require
much trouble to apply these bevellings as now taken, they must be all reversed when marked on
the board.
But, to run the under edge in the half-breadth plan, without the trouble of reversing the
bevellings, take a square and fix the stock to the harpin line as at square timbér O, floor harpin
in the body plan, and take, with a pair of compasses, what the outside of the timber is within
_ or without a square at the under edge of the harpin in the direction of the ticked line; set it off
_within or without the cant line, on its corresponding timbers, in the half-breadth plan, and a bat-
ten pinned to those spots, will give the bevelling edge as at floor cant harpin: then, with com-
passes, take off the distances and mark them within or without the square in the breadth of
the bevelling, at every other cant-timber, or at pleasure, marking the bevelling places on the
mould. 7
Take the heights in the body plan, where the diagonal harpin lines intersect the square
timbers and half-thickness of the stem, and set them off on their corresponding square timbers
and stem in the sheer-plan ; and, through those spots draw curves, which will represent the
horizontal view of the harpins, in the sheer-plan. Then, where the cant-timbers in the half-
breadth plan intersects the horizontal:or square ribband lines, bearding line, main and topbreadth
* 2 :
346 OF LAYING OFF AND TAKING THE BEVELLINGS OF THE HARPINS. [Boox II.
lines, &c. square them up to their corresponding lines, (making spots) in the sheer-plan. The
curves which these spots give, will represent the thwartship view of all the cant-timbers in the
sheer-plan.
To lay off the harpins, when placed to the sheer of theship, and to answer to the exact form of
the ship’s body when put in their places, we must proceed as follows. But, in order to convey
a just idea of the alteration they will make in hanging to the sheer of the ship, we may suppose
the ship to be cut athwartships, in the direction of the curve of the harpin, at the lower port
cills, as it appears in the sheer-plan, and a mould made in the same harpin in the half-breadth -
plan, broad enough to cut off at the middle line with the stations of the timbers marked upon
it as before directed; then apply the mould to the ship, supposing it to be cut off as before
mentioned, keeping it well at the stem, and likewise. at the middle line; then, by pressing
it down to the curve of the sheer of the ship, we shall perceive the stations of the timbers
as marked on the mould, to draw before their real stations as disposed of in the sheer-plan,
which consequently will make the bows of the ship too full for the proper form of the
body. ;
Now, to lay them down, in order to make the moulds with exactness, proceed in the
following manner: Where the stations of the timbers intersect the port sill harpin, draw lines
a little aft, parallel to the middle line in the half-breadth plan: then fix one end of a batten
to the aft part of the rabbet of the stem in the sheer-plan, and extend the batten to the curve
of the harpin, at the lower port sill, marking on it the timbers; then keep the batten fast at the
rabbet of the stem, and lift the after end of it till it is in a horizontal position, or parallel to.
the keel ; as the ticked line at the port sill harpin. From the latter square down the stations of
the timbers to the line squared aft in the half-breadth plan, and their intersection gives the
spots in the half-breadth plan through which the curves are to pass, that will represent the true
form of the harpins, and to which lines the moulds for the harpins ought to be made. Those
spots will also be the true stations of the timbers to be marked on the harpin moulds, as may be
seen at the harpin marked lower port sill harpin to the hang of the sheer, and at each spot,
or intersection, are marked the names of the timbers respectively.
The harpins at’ the aft part of the ne may be laid off in the same manner, nit therefore
require no farther description. -
Having explained the method of crossing the cant-timbers on the harpin moulds, pte
stations of the hawse-pieces may likewise be marked thus; where the hawse-pieces intersect |
the horizontal ribbands, square them upwards to the cant ribbands from the middle line in
the half-breadth plan, which is the station to be marked on the moulds, as may be seen in
Plate 7. .
But, when* the harpin moulds are made to the hang of the sheer, as last described, draw
a line aft at each intersection, parallel with the middle line’in the half-breadth plan, where
they intersect the harpins at the ports, &c. Then take off each of those spots from the aft-side
of the rabbet of the stem agreeably to the hang of the harpin, and set them off upon the
horizontal line of the same harpin from its intersection of the rabbet; then square down also |
the spots from the horizontal line in the sheer-plan, to intersect the lines squared aft from the
Cuap. IV.] OF LAYING DOWN THE SEVERAL PARTS OF THE HEAD. 347
intersection of the hawse-pieces in the half-breadth plan, which give spots to form the true curve
of the harpin round the bow, and the true stations of the tea veae! -pieces to be marked on the
harpin mould, as marked 1, 2, 3, 4, at the dotted line representing the harpin, as laid off to
the hang of the sheer in the half-breadth plan.
§ 17, OF LAYING DOWN THE SEVERAL PARTS’ OF THE HEAD. (Plates 3 and 7.)
_ Tue laying off the beak-head timber having not yet been mentioned, we shall introduce it here.
> Strike a horizontal line across the fore-body plan, as in Plate 3, at the height of the beak head ;
and, from the middle line, take off on a batten its intersections with the square timbers O, Q, S,
U, X, and proof-timber, and set them off from the middle line of the half-breadth plan on their
corresponding timbers ending (as any other horizontal line) at the aft-side of the rabbet of the
stem squared down from a horizontal line at the height of the beak-head in the sheer-plan. In
the same manner, run the horizontal lines 2 and 1; the last is struck when the outside edge or
heel of the mould shall intersect the diagonal at the third futtock head. For the beak-head
_ timber should always be made by a top-timber (as it would be almost impossible to form it by a
‘
fourth futtock without scarphing it). Square down, from the sheer-plan, the fore-side side of
the beak-head to the middle line of the half-breadth plan, whence take off its intersections with
the horizontal lines 1, 2, beak-head, and toptimber breadth, and set it off on its corresponding
lines from the middle line in the body-plan: a curve made to those spots will represent the
beak-head timber as a square timber in the body-plan, to which we intend to make the mould ;
and, to its moulded size, or inside and outside edge, as there shewn. Upon the said mould mark
the horizontal lines 1, 2, and beak-head, letting the head of the mould run well up above the top-
g _ side line to receive the main rail (and form a proper head for the anchor stopper) as shewn in
é
_ the body-plan. Then take the bevelling at each horizontal line from the foreside of the beak-
head in the half-breadth plan, as shewn by the bevel at horizontal 1, and set it off from the out-
_ side edge at horizontal line 1 in the body-plan. Then strike the cant-line of the beak-head
timber, which is x, from its intersection at the middle line of the half-breadth plan, to where the
_ foreside of the beak-head intersects the horizontal line at the beak-head in the half-breadth plan,
| Then take the distance from the foreside of the bead-head to the cant-line at pris in the direction
of horizontal line 1 in the half-breadth plan, and set it off from the outside edge upon the bevel-
ling last set off at horizontal 1, in the body-plan, making a spot ; and it will be found to agree
" with the intersection of the fore and aft view of the cant-timber x. ‘Then take the bevelling of
the cant-line x from a thwartship line, or any square timber, as at w in the half-breadth plan,
pend set it off below horizontal line 1 in the body-plan, so that it may intersect the last spot there
348 OF LAYING DOWN THE SEVERAL PARTS OF THE HEAD. [Boox II.
set off, which may be proved by continuing it to the middle line. Next take the distance on
the cant from the middle line of the half-breadth plan to where it shall intersect horizontal
lines 1 and 2, and set it off from the middle line of the body-plan respectively on the cant-lines
or bevelling then shewn, and each distance will meet in the fore and aft view. —
Then, upon this bevelling, or cant-line, square down the outside and inside edge of the square
beak-head timber in the body-plan (as you find represented by two spots at horizontal line 1) ;
then take their distance on the cant-line, and set it off within the intersection of the two bevellings,
(or fore and aft view of cant-timber x,) and, by drawing a line thence to the inner edge of the
mould, will form a bracket which, if nailed on the aft-side and square from the mould, will give
what the beak-head timber will cant from a thwartship line at horizontal line 1. Proceed in the
same manner at horizontal line 2, and the bracket as shewn there in the body-plan will be like-
wise obtained; which, if nailed to the mould, as at horizontal line 1, will give likewise what
the timber cants at horizontal line 2. For clearness, we have only shewn two horizontal lines
below the beak-head, but it will be clear, wpon imspection, that one more between each may be
laid off upon the floor if thought necessary.
When the timber is to be moulded, the mould is to be laid upon the foreside of the piece
and a parellel mark taken from the under side of the mould above the beak-head, and the same
from the under side of the brackets ; then lined straight each way, the lower part at the inner
edge must break in with a fair hance at the beak-head line; then the foreside of the timbers may
be trimmed or sawed straight through, to each edge. ‘The mould may then be laid on, and the
edges rased by, as low as the beak-head ; and, below that, a spot made at the side of each bracket,
and a batten pinned to those spots, to break in fair at the beak-head line, will mould the timber —
on the foreside at both edges. The bevellings may then be set off at horizontal lines 1 and 2,.
as taken from the half-breadth plan, from the foreside of the beak-head (as before directed at
horizontal line 1) and applied from the upper side and outer edge of the mould (whieh will be
found to agree with the outsides of the brackets); but the bevellings at the beak-head, and all.
above, had better be taken from the body-plan; thus, set off the aft-side or siding of the beak~
head timbers in the half-breadth plan, and take off its intersections with the horizontal lines:
square frona the middle line in the half-breadth plan. Set them off on their corresponding lines
from-the middle line in the body plan, and form the ticked line or bevelling edge: now, as the
beak-head timber is square or athwartships above the beak-head line, as many. bevellings may be
taken as thought necessary, by taking the nearest distance with compasses from the outside line
of the beak-head timber to the ticked line (or bevelling edge) and so much standing or without
—
PS
a square is the beak-head timber from a thwartship lme at each place where taken, which must) —
be marked on the mould as sirmark 1, 2, 3, and head, and the outside of the timber trimmed’
to it. The foreside and outside being trimmed, set off the siding of the timber, and trim the. :
aft-side below the beak-head to the cant, and above the beak-head to look athwartships, or’
parallel to the foreside: the twist being very great, must be gradually reconciled to give it am
agreeable appearance. The inside may then be trimmed, by taking the scantling from the
foreside and applying it on the aftside, and trimming it straight to each edge fore and aft.
L
Cuap. IV.] OF LAYING DOWN THE SEVERAL PARTS OF THE HEAD. 349
; |
- The HEAD, as shewn in the sheer-draught, is taken off thence and represented on the mould-
Joft floor, in its proper place in the sheer-plan, forming the rails, cheeks, knee, and every other
_ part, exactly similar to the lines on the sheer-draught, as in Plate 7. (But, in mould-lofts where
there is not sufficient room, take off from the sheer-plan about as much as is represented in
Plate 7, and it may be laid off in any convenient part of the mould-loft). This will be the
exact horizontal and thwartship view of the head; that is, as it appears on the ship, when the
rails, &c. are in their places, and viewed in a horizontal and thwartship direction. The first
thing required will be to find the exact form of the rails, as they will appear when viewed in 4
direction square to their sides, which consequently will be the form to which the mould must
be made.
Continue the middle line of the half-breadth plan as much farther forward from the stem: as
the length of the head, as in Plate 7; then square down from the sheer-plan to the middle line
of the half-breadth plan the foremost end of the upper rail (as the ticked perpendicular in the
plate), and set off on it, from the middle line, the half-breadth of the lacing ; from which place
to where the beak-head line intersects the outside of the plank at the top-breadth ‘line, strike a
straight line, which will represent the inside of the main or upper rail in the half-breadth plan,
as supposing that we were right over it, and looking down upon it; then set off the siding of
the rail at the after end and foremost end, and represent the outside by another straight line ;
and, as the outside is the sight side, ‘or that part which appears when viewed on the ship, it will
therefore be the properest side to lay down.
In the next place, strike a horizontal line in the sheer-plan, at the height of the upper part
of the foremost end of the main rail, and let it be continued to the after end of the said rail;
_ then drop perpendiculars to the aftsides of the head-timbers to intersect the said horizontal line,
and one or two more between the head-timbers from the upperside of the upper cheek to the
_ horizontal line, and also one or two between the after head-timber and the after end of the
main rail; disposing of them all im such a manner as to be nearly at equal distances ; then
square down the said lines, from the horizontal line in the sheer-plan to the middle line of the
hhalf-breadth plan; and, where they shall intersect the outside line of the main rail in the half-
- Breadth plan, square them out from the said outside line; then take the distance from the hori-
- zontal line inthe sheer-plan, to the upper edge of the main rail at each perpendicular line, and
_ set them off from the outside line of the main rail in the half-breadth plan, on their correspond-
ing squared lines, as you see numbered from the foremost end; a curve then passing through
these spots will shew the exact form of the upper edge of the main-rail. Now, while the batten
is pinned to the spots set off for the upper edge of the main-rail, mark on it the fore end and
_all the squared lines and after end; then take the batten, and lay it straight against one of the
perpendiculars as at u, and mark off each spot numerically: then, at each end, set off the
moulded size or depth of the rail, and strike a straight line. Next, with compasses, take off the
size at each place, as numbered, and set it off from its corresponding place square from the
upper edge represented in the half-breadth plan: a curve formed to those spots gives the lower
edge ; and, the main-rail mould being made agreeably to those lines, when put in its place, will
appear exactly the same as the main rail represented in the sheer-plan.
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350 OF LAYING DOWN THE SEVERAL PARTS OF THE HEAD. [Boox II.
When the lines squared out from the middle line in the half-breadth plan intersect the inside
line of the main-rail, draw them thence square from the outside line to the rail already laid down ;
then take the distance from the outside line, on the lines last squared, to the upper edge of the
rail, and set them down from the horizontal line in the sheer-plan on their corresponding squared
lines, which will give spots that will shew the inside upper edge of the main rail in the sheer-
plan, which is seen from the middle of the rail forwards ; and, because the after part falls below
the outside, and therefore cannot be in view, it is only ticked on the plate. The inside of the
rail, at the lower edge, should also be set off in the same manner in the sheer-plan, in order to
lay down the head-timbers-
Set off from the line representing the inside of the main-rail in the half-breadth itn the
thickness of the underside of the rail, as it will be when chamfered, and draw a straight line,
which must be laid down in the sheer-plan; because, in a thwartship view, this is the proper
sight of the lower edge of the rail; therefore the lower part of the rail in the sheer-plan, which
was first shewn, in order to lay down the rail to its proper spread in the half-breadth plan, may
now be rubbed out, as the rail is now supposed to be chamfered or wrought.
Where the lines squared out from the middle line in the half-breadth plan intersect the cham-
fered line last drawn, draw them thence to the lower edge of the rail laid down square from the
outside line; then take the distance from the outside line to the lower edge of the rail laid down,
on cach of the lines last squared out, and set them off from the horizontal line on their corre-
sponding square lines in the sheer-plan, which will give the lower.edge of the rail at the chamfer,
as it will appear when trimmed and in its place.
In the next place, proceed to lay down the after head-timber, (or stem-timber,) as we cannot,
till that is determined, set the spread of the lower rails. In the half-breadth plan set off the —
half-thickness of the knee of the head, and lay off the upper cheek. ‘Then, in the most conve-
nient place that is clear of.the other lines, strike an horizontal line which may represent the
lower part of the after head-timber, or upper part of the upper cheek, at the line for the aftside
of the after-timber in the sheer-plan; then take the heights from the upperside of the, upper
cheek at the aftside of the after-timber, in the sheer-plan, to the upper and lower outside edges of
all the rails, and set them up from the last horizontal line laid down, striking other horizontal —
lines to each height; then, from the lower horizontal, or base line, square up a line which will
represent the middle line of the head-timber, as at square-timber Q in the sheer-plan, Plate 7.
Next take the distance from the middle line in the half-breadth plan, at the line squared down —
from the aftside of the head-timber, to the outside of the main rail, and likewise the inside, and —
also the line for the chamfer of the rail at the underside, and set them off from the middle line
of the after head-timber on their corresponding heights or horizontal lines; and, at those spots,
square down lines to the depth of the rail; then take the heights from the upper side of the upper
cheek, at the aftside of the after-timber, in the sheer-plan, to the upper and lower inside edges
of the rails (as shewn in ticked lines on the main-rail), and set them up from the base line upon
the inside of the rail squared down in the plan of the after-timber ; then, allowing for the.square
and moulding chamfer outside, the thwartship section of the main-rail may be shewn.
Observe, at the aftside pf the after head-timber, in the sheer-plan, that the main rail is hori-
Crap. IV.] OF LAYING DOWN THE SEVERAL PARTS OF, THE HEAD. 351
zontal and square from the inside, consequently the inside edges do not appear : but, as the
operations for taking off and laying down the edges of the head-timbers are similar, the student
is referred to the preceding instructions, in order to avoid needless repetition.
Now take the distance from the middle line in the half-breadth plan, at the line for the aftside
of the after head-timber to the outside of the upper cheek, and set it off from the middle line on
the base line in the plan of the after head-timber; from which spot design a curve that shall
make an agreeable hollow to the inside under edge of the section of the main rail, which forms
- the outside of the timber: then, to complete the moulded side or inside of the timber, take off
the half-thickness of the knee of the head from the middle line at the aftside of the timber in
_ the half-breadth plan, and set it off from the middle line on the base line in the plan of the after
head-timber, and square it upwards. Then, from the upperside of the upper cheek, at the aft-
side of the timber in the sheer-plan, take the height of the cutting-down of the knee, and set it
up from the base line on the line squared up for the inside of the heel of the timber ; thence an
_ inflected curve to the upperside of the section of the main-rail will complete the moulded side
of the head-timber.
The aftside of the after head-timber being laid down, we may now determine on the spread
of the lower rails in the half-breadth plan; therefore, take the distance from the middle line in
v
the plan of the after head-timber to where the outside curve of the head-timber intersects the
lower horizontal line of the middle and lower rail, and set them off on the line squared down
for the aftside of the after head-timber from the middle line in the half-breadth plan, then square
down to the middle line of the half-breadth plan the fore ends of the middle and lower rails,
(that is, where the uppersides of the said rails intersect the aftside of the hair-bracket) ; then,
where the fore ends cut the half-thickness of the lacing in the half-breadth plan, set off the thick-
ness or siding of each rail at its respective fore end, and make a spot from the mside edge to
which the rail is to be chamfered; then strike'a straight line from the last spot to that set off
on the aftside of the after head-timber, and we shall have the lines for the chamfered edge of the
lower rails, as represented by ticked lines in the half-breadth plan: then, at the after ends set off
the thickness or siding, and strike straight lines to the siding at the fore ends : we shall then
have the inside and outside lines of the middle and lower rails as represented in the half-breadth
plan, Plate7. Next proceed to strike a horizontal line for the middle and lower rail in the
_ sheer-plan, at the height where their foremost ends, at the uppersides, intersect the aftside of the
- hair-bracket ; then may the middle and lower rails be laid down in the half-breadth plan, just
in the same manner as that in which the main rail was laid down, to which lines the moulds for
each of them must be made.
The bevelling for the after head-timber may next be taken, by proceeding in the following
"manner: set off the siding of the timber in the sheer-plan, draw the foreside, and square the
foreside down to the middle line in the half-breadth plan; then, from where the aftside of the
timber in the sheer-plan intersects the upperside of the upper cheek, square a line to intersect
the foreside of the timber, which line may be termed the base line in the sheer-plan, as it agrees
with the base line of the aftside of the timber laid down in the plan of the timbers. Take the
height from the base line in the sheer-plan, up the foreside of the timber, to the upper and lower
352 OF LAYING DOWN THE SEVERAL PARTS OF THE HEAD. [Boox II.
sides of the rails, and set them up from the base line in the plan of the after head-timber,
striking horizontal lines ; then, where the foreside of the after head-timber in the-half-breadth
plan intersects the chamfered. line of each rail, take the distances square to the middle line, and
set them off from the middle line in the plan of the after head-timber on their corresponding
lower horizontal lines. A curve drawn through the several spots so set off will shew the exact
form of the foreside of the after head-timbers ; then, at whatever distance the foreside is from
the aftside on a square, so much is the bevelling of the timber under from a square in the siding
of it. The bevelling for the heel of the timber may be taken by applying the stock of a bevel to
the aftside of the timber, and the tongue to the flight of the upper part of the cheek.
The foreside of the timber may be completed in the plan, in all respects, as the aft-side, by.
taking the size of the cheek, the half-thickness of the knee, and the heigh of the cutting-down,
as for the aft-side.
The thwartship sections of the rails are laid down for the fore-side just in the same manner as
for the aft-side. |
The other head-timbers may now be laid off and bevelled in the same manner; and, although
they may be raked forward, to give a light appearance to the head, where they intersect the
rails in the sheer-plan, is squared down to their corresponding outside straight lines in the half-
breadth plan, and their half-breadth taken square from the middle line and applied as before ;
and, in the sheer-plan, their respective heights are. taken from the base line, agreeably to the
rake of the timber, and set off above the base line in the plan of the timbers, as may be seen
in Plate 7.
The @xplanation of laying down the foremost head-timbers is only pointing out what may be
done on the floor, and that with great exactness, when performed carefully ; but, were the tim-
bers trimmed, and the scores taken out from the lines on the floor, the timbers could not be
altered afterwards. The customary method is, ‘therefore, to set the head rails to the after-timber
upon the ship, and place the foremost timbers so as to please the eye. |
- The moulds for the head-rails may be made in the sheer-plan with much less trouble and more
dispatch, thus: where all the perpendicular lines intersect the upperside of the rails in the sheer-
plan, draw horizontal lines aft; then obtain the outside line only to the spread of each rail in
the half-breadth plan, as before directed, and fix a batten, with one end well with the perpendi-
cular as squared down from the fore end of the rail: upon the batten mark all the intersections —
of the other perpendiculars, and after end of the rail as squared down from the sheer-plan, the
batten being kept well to the said outside line in the half-breadth plan; then set off each spot
on the batten, upon its corresponding horizontal line in the sheer-plan, keeping the same end
of the batten fitted well with the perpendicular at the fore end of the rail; a curve drawn
through those spots will give.the upperside of the rail to the spread exactly the same as that in
the half-breadth plan ; and then a batten, pinned round to the upperside of the rail, having the.
spots as set off on the horizontal lines marked thereon, may thence be laid against some straight
line as at u, and the rail regularly diminished to its moulded size as before described. Thus may
all the moulds be made, agreeably to the uppersides, as shewn 1 in the sheer-plan in Plate 7.
The knee of the head comes next under consideration ; the mould for which is made of fir
Cuar. IV.} OF LAYING DOWN THE SEVERAL PARTS OF THE HEAD; 553
board, about four inches broad, to the lines already laid down, which are exactly conformable to:
those in the sheer-draught ; therefore, all that is now required is, to find proper sections at cer-
tain places in order to side it, which sections are generally described on the mould by the bat-
tens or braces that hold the mould together, and the knee is supposed to be trimmed exactly
conformable, on each side, to the size of those battens in that direction, and at the heights of
their uppersides. Let fall a perpendicular from the foreside of the knee of the head to the mid-
dle line of the half-breadth plan, where the half-thickness of the knee is already set off, as it is
intended to be at the cutting-down or upperside of the knee; and. it will represent the half siding
of the knee from the lowerside of the lower cheek upwards, agreeably to any perpendicular lines:
then, from the lowerside of the lower.cheek, and foreside of the figure, the knee is bearded in
the following manner: draw the lines across the knee, where the upperside of the battens or
braces are intended to be, as 1, 2, 3, 4, 5, 6, and 7, letting them be as nearly square as possible
from the foreside of the knee ; and, where those lines intersect the upperside of the knee,.square
them down to the lines first drawn for the half siding of the knee in the half-breadth plan; at
which places, take the distance between the two lines, and set them off at the intersecting of their
corresponding lines at the upperside of the knee, and square from the lines, and it will give the
half siding of the knee at those places; also, where the lines on the knee intersect the lowerside of.
the lower cheek, and foreside of the figure, square down to the half-breadth plan, as before at line 2,,
to the half siding of the knee; then take the half sidings at those places, and set them off at the-
corresponding places whence they were squared down, which will give the half siding of the:
knee at each place: now set off the half siding of the knee at the fore part of the rabbet, at the
stem, by taking the heights of each line, and transferring them to the middle line in the fore-
body plan: then take off the half thickness of the stem at each height, and set it off square
from: its corresponding line on. the knee at the foreside of the rabbet ;. next determine on the
half siding of the knee at the fore-part at the lower end, and pin a batten from the upper part
of thé knee round the foreside, marking the lines 1, 2, 3, 4, 5, 6, and 7, and lower end, on the
batten ; then fix the upper end of the batten well with the upper part of the perpendicular at
the foreside of the knee, and mark on the said perpendicular all the lines as taken off from the-
foreside of the knee. Again, set off the half siding of the knee at the upper part of the perpen-
dicular, and likewise the half of what was determined at the lower part, as taken from the foreside
of the knee, and strike a straight line from those two spots at the foreside of the perpendicular ;
which will be the half siding of the fore-part of the knee: then take off the half siding at each
line which was taken from the knee, and set them off square from their corresponding lines at
the fore-part of the knee,-which will. give the half siding of the foreside of the knee at each line :.
from. these spots to the spots at the lowerside of the lower cheek and foreside of the figure, and
thence to the upperside of the knee and to those at the foreside of the rabbet of the stem, strike
straight: lines, which will give the siding of the knee at any part, being the half-thickness of the
knee at those places; so that, by nailing the battens on the mould agreeably to the two lines,.
we ascertain what the half thickness of the knee should be at the upperside of the battens, and!
in. that direction..
ZZ:
354 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. [Boox II.
The mould for the Grire is made so similar to that for the Knee as to require.no farther
description.
The Cuerxs must have a mould made to their flight, as the cheeks are represented in the
sheer-plan, and another mould to their shape shewn in the half-breadth plan; then, when moulded,
the flight-mould must be fastened to the arm of the cheek, next the knee of the head, and the
cheek trimmed out of winding by thwartship lines, or lines square from the mould; thus we shall
be certain that, when the cheek is throated, there will be no angle in the throat, as there is
sometimes, by the usual method in full-bowed ships, wherein the sheer springs very much.
Another method to side the cheeks is, to mark the sheer of the wale upon the flight-mould to
its fore end; then, when the knee-arm is drawn off to the cheek-mould, let the flight-mould be
tacked thereto, proving first that the piece will side to the flight. This is best done on a saw-
pit, the knee-arm standing upright. Then get in the sheer-line, the same as on the flight-mould
upon the inside or throat of the piece, and then the flight may be gotten upon the throat by
spilings from the sheer-line, and both sides of the piece be lined throughout to the flight. When
the piece is sawed thereto it may be moulded, and finished by the saw, to a great nicety.
§ 18. OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. (Plate 7.)
First, the stern-timber must be laid off, and a mould made to it, so that when put up in its
place on the ship, and kept to its tumbling home of the side, it should appear as the ticked line
on the sheer-draught. Yow
The ticked line in the sheer-draught represents the stern-timber as it appears on the ship
when viewed in a horizontal direction, and must be taken off from the sheer-draught and‘repre-
sented in the same manner on the floor. Now proceed, as follows, to represent it in the body-
plan. Strike several horizontal lines across the stern-timber in the sheer-plan, one at the upper-
side of the wing-transom at the side, one at the knuckle of the lower counter and upper counter,
one or two between the upper counter and top-breadth, and, likewise, two or three between the
knuckle of the lower counter and wing-transom, as it will be rather more difficult to obtain the
exact shape of that part than of the others: transfer these horizontal lines, and strike them
across the after body-plan ; then take off the half-breadth of each horizontal line in the body-
plan, at every square timber, and set them off on their corresponding square timbers from the
middle line in the half-breadth plan, and run their curves as in Plate 3.
Then, where the horizontal lines in the sheer-plan intersect the ticked aftside of the stern-
timber, square them down to their corresponding horizontal lines in the half-breadth plan, tak-
ing their distances square from the middle line of the half-breadth plan, and setting them off
from the middle line on their corresponding horizontal lines in the after body-plan; a curve
passing through these spots will shew the thwartship form of the aftside of the stern-timber,
agreeable to the lines of the sheer-plan; but, if these spots should not make a fair line im the
Cuar. IV.) OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. 355
body-plan, those in the half-breadth plan must be altered, which seem most to require it, in order
to make them correspond and make a fair line in the body-plan.
In the next place, represent the ticked foreside of the stern-timber in the sheer-plan, (taking
its moulded size from the table of dimensions ;) and, where it intersects the horizontal lines
square it down to their corresponding horizontal lines in the half-breadth plan, and take their
distances square from the middle line of the half-breadth plan, setting them off from the middle
line on their corresponding horizontal lines in the after body-plan; a curve drawn through these
spots will represent the foreside of the stern-timber in the after body-plan.
Strike a straight line in the after body-plan from the horizontal line of the wing-transom at
the side, to the upper part of the stern-timber; let it be as near to the line representing the
foreside of the timber as only to allow for the thickness of the mould; then place a batten to
this line, keeping the lower end of the batten well with the horizontal line of the wing-transom
at the side; and mark on the batten, as it lies, all the other horizontal lines: then take the bat-
ten to the sheer-plan, and place it perpendicularly to square timber 38, keeping the same end
fitted well with the horizontal line of the wing-transom at the side, and set up the heights of
all the horizontal lines; then strike new horizontal lines, that is, according to the falling home
of the timber. Now, where the horizontal lines first struck in the sheer-plan intersect the aft-
side and foreside of the stern-timber, square them up to their corresponding new horizontal lines,
through which spots new lines must pass in order to get the true shape to which the mould of’
the stern-timber must be made. ‘The last heights which were set up are the proper heights of
the knuckles and horizontal lines to be marked on the mould.
The lines last shewn in the sheer-plan, to which the mould is to be made, are supposed to be
the straight line in the body-plan, standing fast at the wing-transom, and the head lifted up till
it stands perpendicular; which, if lowered again to the direction of the said straight line in the
body-plan, will appear exactly the same as the stern-timber first represented in the sheer-plan,
which is the form of the timber required when trimmed and in its place.
In the next place, the mould must be marked, and in such a manner that the er adinber
shall be trimmed both ways by this one mould; that is, to the shape as it appears in the sheer-
plan, and likewise to the foreside and aftside thwartship appearance in the body-plan.
Now proceed in the following manner: lay the mould in its place, to the lines it was made
to in the sheer-plan, and mark on it the new horizontal line, in the same direction as they are
laid down, distinguishing them by their proper names-on the mould, as the lower counter, upper
counter, &c.; then take the distances from the straight line in the body-plan to the foreside of
the stern-timber at every horizontal line; and, in the direction of the horizontal lines, set them
down in figures on their corresponding horizontal lines on the foreside of the mould; then pro-
_ ceed, in the same manner, and set down the distances or spilings on the aftside of the mould
as represented in Plate 3.
Then, to mould the timber, the general method has been to lay the mould upon the piece
and lift the lower end, till the mould, as it lies upon it, answers the same tumbling-home as the
straight line in the body-plan; and, likewise, in the direction of the horizontal lines. The
mould must lie horizontally, and then every spiling marked on it may be set down from the
356 OF LAYING DOWN TH SEVERAL PARTS OF THE STERN. [Book IT.
mould to the timber in a perpendicular direction, which will give the exact stations of ‘the
knuckles, &c. and, likewise, the exact shape of the timber at the foreside and aftside, agreeably
to the lines in the body-plan; but, if the timber be broader than the mould (as it undoubtedly
will be in its rough state), a straight batten must be applied on the mould, in the ‘direction of
‘the horizontal lines; for instance, the spiling down from the mould at the upper counter is thir-
‘teen inches and a half at the foreside, and seventeen inches and a half at the aftside ; the differ-
ence is four inches; therefore, lift up the batten on the foreside four inches upon a perpen-
dicular, and close down to the mould at the aftside, and then the spiling will be seventeen
inches and a half, parallel to the batten upon a perpendicular, let the rough timber be as broad
as it may. .
This method of lifting up the lower end of the timber, in order to mould it, is not only
attended with much trouble, but also with danger, before it can be gotten into its proper posi
tion. We would not, therefore, recommend it for practice, as the timber can be moulded
equally as true and exact without it, in the following manner: let the timber lie flat, or in any
situation, lay the mould upon it, and just try the spilings ina rough manner, in order to get
the mould nearly in its right position; the spilings cannot yet be set off to a nicety, because
they must not now be set off perpendicularly, for the timber lying flat, and the horizontal lines
in the body-plan not being square from it, it consequently follows that, if the spilings were set
off perpendicularly, the stations of the knuckles, &c. would be too low; the timber would thus
have too much wood taken away, and the shape of it would be quite altered: therefore, as the
spilings are not.to be set off perpendicularly, we must find in what direction they are to be set
off: apply the stock of a bevel (the broader the stock is the better) to the straight line in the
body-plan, and fix the tongue to the horizontal lines, which, if the stock is placed upwards as
in Plate 3, at top breadth, the bevelling will be an under bevelling ; now, to apply the bevel upon
the mould, it must be reversed, but placing its stock upwards as taken, will give the direction
in which every spiling is to be set off at the fore and after sides of the timber; and this will
give the stations of the knuckles, &c. and the shape of the timber as true as when the great
trouble is taken to lift the lower end of the timber up, in order to get its right position.
In the foregoing method of making the mould, and also of applying it in moulding the piece
afterwards, much nicety and pains are required in plumbing down the sides and setting off the
spilings; and, in the second method, by the bevel, the tongue sideways must be kept exactly
square from the mould, though in this respect a bracket may be made to this bevelling, the
bottom of which might lie flat on the mould, and the side which gives the direction of the. hori-
zontal lines by that means kept square from the mould; and observe, in every position, that
the mould must be supported straight and out of winding: it is very evident, therefore, that,
without much care, the stern-timber will not be exactly moulded.
The most correct method of making the mould, and the easiest in application when ee ci
the piece, is, to have a mould made as first described; and, instead of having the spilings
marked on the mould, to have brackets of thin deal made agreeably to the spilings (deducting
the thickness of the mould) at each horizontal line, having their ends at the fore and after sides
eut off exactly square from the mould. Then fasten those brackets to the underside of the
Cuar. IV.] OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. 357
mould, keeping the middle of their thickness exactly well with their respective horizontal lines,
and their sides in the same direction from the mould as the horizontal lines are from the straight
line in the body plan. Or, in other words, to the inclination which the straight line has from a
horizontal plane in representing the tumbling home of the stern-timbers.
To be as exact as possible, let the half-thickness of the brackets be gauged down to their ends,
and the sides chamfered away, which will direct upon the timber, when trimmed, the exact sta-
tions of the knuckles, and, also, of the horizontal lines. By the former methods, the foreside,
as well as the aftside, of the stern-timber, was required to be laid down in the body plan;
but, by this method, the aftside only will suffice ; for the brackets may be made from the half
breadth plan thus: Take the distance from the straight line in the body plan to the aftside of the
stem timber, in the direction of the horizontal lines, say at lower counter, and set it off from its
respective half-breadth line up the perpendicular line ticked down at its aftside ; thence draw a
horizontal line, to touch-the line squared down at the foreside upon the same half-breadth line,
and we shall have the bracket as then represented, which will be found to agree with the bracket
represented at its corresponding line in the sheer-plan, as formed from the spilings on the mould.
(Observe, that the thickness of the mould must be taken from the bracket, as the line whence the
spilings are taken in the body plan represents the upper side of the mould.) Proceed in the same
way with horizontal line 4, and you will find it to agree with its corresponding bracket in the
sheer-plan and so with the others, as more will only confuse the draught. This mould may be ap-
plied in any direction in moulding the timber, keeping its upper side straight and out of winding.
Then examine where the piece in its rough state deviates most from the brackets on the mould,
and make that a general spiling to be applied from the under sides of the brackets.
Wherever this spiling must be applied on the outside of the brackets, owing to the inequality of
the piece, let a straight edged batten, of sufficient length, be fitted well to the under side of the
bracket, from which set down the spiling required wherever it may touch the piece. Then, by
boring holes, with a small gimblet, full as much below the brackets as the general spiling, and
keeping the gimblet exactly in the direction of the gauge line at the ends of the brackets, you
will preserve the exact moulding after the rough wood is sawn off, and the true place of the mould
readily formed.
Now, to take the bevellings of the aftside of the stern-timber, the round aft of the stern, at the
counters, wing-transom, and toptimber line, must be thus laid off in the half-breadth plan. Take
the distance between the ticked lines representing the stern at the side and middle line, on a
square, in the sheer-draught, and set that distance off upon the middle line of the half-breadth
plan abaft its corresponding perpendicular as squared down from the counters, &c. at the side ;
sweeping curves that shall intersect the half-breadth of the stern at the perpendicular and spot
set off abaft it at the middle line of the half-breadth plan; then fix the tongue of a bevel to the
different round aft lines and the stock parallel to the middle line as at the upper counter half-
breadth plan (Plate 3), which will give the bevelling at each respective place to be applied square
from the mould.
Or the bevellings may be taken and applied square upon the outside of the timber, when
properly trimmed, by running a half-breadth section square from the rake, of the stern-timber
thus, strike a line square from the rake of the stern-timber to intersect the knuckle of the
358 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. [Boox II.
upper counter in the sheer-plan. and, where the square timbers 34, 35, 36, 37, and 38,
intersect this squared line, in the sheer-plan, square out lines and transfer their heights to
thei corresponding square timbers in the after body plan, then take off the half-breadths at
those heights in the body plan, square from the middle lme, and set them off upon their cor-
responding timbers, last squared out from the middle line of the section in the sheer plan; a
curve being drawn to pass through these spots will give a half-breadth section square from the
aft-side of the stern-timber at the upper counter. Then square down the touch of the upper
counter and sweep its round aft upon a square as before; then fix the tongue of a bevel to the
round-aft line and the stock to the half-breadth line of the section as in the sheer-plan Plate 3,
and that will be the bevelling to be applied upon the outside, square from the timber when
trimmed. Set off the half-breadth of the stern at the topside line, on the round aft-line, square
from the middle line of the section in the sheer-plan; and the difference of the round aft at the
topside, and at uppercounter in the siding of the timber, will shew how much the aft-side of the
timber will require to wind: or, another section may be run at the topside, as before, and the
bevelling taken : then the aft-side, at the upper counter, being bevelled between the knuckles of
the lower and upper counters, may be trimmed out of winding to that bevelling, and the lower
counter to wind gradually thence to the wing-transom. To take the bevellings, to give the round
up of the knuckles, fix the stock of the bevel against the line representing the aftside of the
stern-timbers in the body plan, and the tongue to the round up lines as at the upper counter
Plate 3, and so apply them against the aftside of the timber where the outside is trimmed.
The bevelling to cut off the heel is taken from the body plan thus: fix the stock of the bevel
to the straight line in the body plan, and the tongue to the round up of the wing-transom as in
the body-plan, Plate 3. Then, to apply this bevelling, observe that the heel of the mould is made
to where the straight line and round-down of the wing-transom intersect, so that, when the mould
lies in its proper place, upon the piece, this bevelling is applied over the heel as taken, and when
the heel is cut off thereto, a thin mould made to the heel of the timber, as shewn in the half-breadth
plan, Plate 3, and so applied upon the heel of the timber, the heel may be trimmed to fay against
the fashion piece and aftside of the wing-transom.
To prove the bevellings, as directed to be taken for the aftside of the timber, take the bevel-
ling, as represented, from the horizontal line in the half-breadth at the upper counter, and
place the stock well with the horizontal line, and the tongue against the aftside of the bracket
at the upper counter, as in the sheer-plan Plate 3, and you have the bevelling of the aftside of
the timber at that place as shewn by the solid section. Now, it is evident, from the plate, that
the bevel applied this way from the mould will touch the mould before it touches the outside
edge of the timber ; consequently, that mark or spilimg must be applied parallel from the tongue
of the bevel. Again, take off the bracket, as ticked at the upper counter, in the half-breadth
plan, which is laid off from the half-breadth section run square from the aftside of the timber in
the sheer-plan, and there represented by the short ticked line; by setting off this bracket above
its corresponding horizontal line at the stern-timber in the sheer-plan, we shall have the short
ticked line there shewn, which gives the side of the timber (supposing that the bracket stood
square) ; then take the bevel, shewn at the half-breadth of the section in the sheer-plan, and lay
the stock well with the ticked line of the bracket at the upper counter in the sheer-plan, with the
Cuap. IV.] OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. 359
tongue to touch the after edge of the bracket ; that bevelling will agree with the aftside of the
solid section, as set off before, and so on with the bevellings at the other places. - The foreside of
the timber may be sawed to follow the bevellings of the aftside, or to look athwartships when in its
place.
As some persons may wish to be acquainted with quicker methods of trimming the outside of
this timber, (although the artist cannot be too nice, especially when a plan of the stern is given
and the heights of the knuckles, &c. must be exactly conformable thereto,) let a mould be made
to the sheer-plan, as before described, and mark upon it the horizontal lines 3, lower and upper
counter 4, topbreadth, topside, and after proof timber at the heel, which is all we shall want on it
for this purpose ; then make a toptimber mould to the after proof timber, by continuing it up-
wards to the top of the side in the body plan, by taking its interseetions at the horizontal half-
breadth lines square from the middle line of the half-breadth plan, and setting them off upon its
corresponding horizontal lines. From the middle lme in the body plan to the curve passing
through these spots let a mould be made, similar to that at the left hand of the after body in
Plate 3. The lower end of the toptimber mould will fay from the heel of the stern-timber as
high as horizontal line 2, made as in the plate. For that purpose, mark on the toptimber
mould, the upper side of the wing-transom at the line of the aftside, then mark horizontal line
3, upper and lower counter 4, topbreadth, and topside. ‘Then provide a thin board, about nine
inches broad, whose straight edge may be laid to the horizontal half-breadth line at the topbreadth,
and a sirmark marked on it, at the aftside of the stern-timber and intersection of the after proof
timber, as it lies in its place, in the half-breadth plan ; and, upon it mark the different windings
of the halfbreadth lines at upper and lower counter and horizontal line 3, as represented in the
plate under the half-breadth plan, by placing the edge of the board to the half-breadth at top-
timber line, and then marking the different half-breadths thereon. Now, to mould the timber,
Jay the mould made to the stern-timber in the sheer-plan upon the piece, so as to see that it will
mould; then cut off the heel to the Jower end of the mould and heel bevelling as before described.
Next trim the heel of the piece to the toptimber mould, as high up as it will fay, keeping the
mould at the toptimber line its distance from the aftside of the timber. Trim a spot through, in
the direction of the winding board, at the toptimber line, the sirmark on the heel of the top-
timber mould and the angle at the aftside of the heel of the stern-timber must at the same
time be kept exactly together ; then, with a long straight edged batten, laid well at the different
heights, as marked on the stern and top timber moulds, and fixed out of winding with its cor-
responding line marked on the winding board, spile down spots on each side of the timber parallel
with the said batten ; the rough wood may then be sawn or trimmed straight through to lines got
in upon the timbers to those spots, and the inside part of the timber may be got in to the thick-
nesses corresponding, or moulding of the after frames. Then, when sawn, the timber may be
moulded, the knuckles of the counters teached down fair, and the aftside bevelled as before directed.
Now, in order To Lay Down THE sTERN, &c. and make the moulds for that part of the ship, it
will be necessary to lay down the stern to its rake, and round-aft ; but, before that can be done,
the stern must be laid down to its horizontal appearance as follows.
The line C D Fig. 1 in Plate 7, is an horizontal line at: the upper edge of the wing-transom,
S60 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. [Boox IT.
at the middle line, and may represent the upper edge of the rabbet of the keel, or line A B in the
mould-loft, at some clear place; for we are not to suppose any mould-loft broad enough to admit
the stern to be laid down in its proper situation.
Lay offthe midship and side stern-timbers, from the sheer-draught, and the quarter view as far
forward as square timber 36, from a horizontal line drawn in the sheer-draught at the height of
the wing-transom at the middle line. Continue aft, as in Plate 7, Fig. 1, a horizontal line from
the height of the knuckles of the upper and lower counters, at the side timber in the quarter or
sheer-plan, and set off the half-breadths of the stern-timber on each side of the middle line iu
the plan of the stern upon its respective heights from its aftside appearance in Plate 3; then set
off the scantling of the timber and describe the inside of the stern-timber.
The stern-timbers being shewn in the horizontal plan of the stern, take the heights from the
line C D in Plate 7, in the sheer-plan, to the knuckle of the lower and upper counters at the mid-
ship timber, and set them up the middle line above the line C D in the horizontal plan of the
stern. Then sweep curves to intersect the height at the middle line; and, at the half-breadth
of the timber on the horizontal lines ; and they will represent the knuckles of all the counter
timbers in the horizontal plan of the ier at
Proceed now to lay down. the upper and lower counter rails, in the plan of the stern, thus: at
the knuckle of the upper and lower counter of the midship timber, in the sheer-plan, square aft
a line from its respective counter as a,b; then, from the knuckle on the square line set off the
thickness of the counter plank, and take that height at its respective counter on a perpendi-
cular from the line C D; then transfer them up the middle line, from the line'C D in the hori-
zontal plan of the stern; and, above those heights, set up the moulding or depth of the rails and
sweep curves to intersect those spots, parallel to the ticked curve, or knuckles of the timbers
sweeping them far enough beyond the timbers for the outside of the gallery.
Then take the height of the underside of the quarter deck at. the midship ot cuties in the
sheer-plan, above the line C D on a perpendicular, and set it up the middle line above the
line C D in the horizontal plan of the stern; next take that height from the upperside of the upper
counter rail, and set it off above the upper side of the upper counter rail at, and in the direction
of, the side stern-timbers, in the horizontal plan of the stern ; now sweep a curve which shall inter-
- sect those spots, and this will give an agreeable round-up to the quarter deck transom. (The
after beams of the quarter deck must be gradually sprung to answer thereto.) Sweep another
curve, parallel to the quarter deck, to represent the under side of the transom ; and another at
least one inch and a quarter below it, to allow for the joiner’s rooting, and that may be the mppet
part of the lights. |
Set off, withinside the stern-timbers in the horizontal plan of the stern, the thiélentlas of the
quarter deck clamps and projection of the cornice under the beams in the cabin, and that shall be
the side of the lights next the side. Then determine on the breadth of the -munions, which
may be about sixteen inches, upon the upper counter rail, and divide them across the stern so as
to make six equal lights between the side stern-timbers.. Next, continue upwards the middle
line in the plan of the stern, and the side stern-timbers above the upper counter rail till each
unite in one centre at the middle line, and call.it the center of the stern; then fix aline, or batten,
Cuar. IV.) OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. 561
to that centre, and strike down all the sides of the munions as set off upon the upper side of the
upper counter rail. On each side of the munions about one inch and a quarter will now repre-
sent the width of the sashes in the clear.
In order to have a well proportioned depth to the sashes, take the width in the clear at bot-
tom, and set it up the side, and take the hypothenuse or distance from the width set up to the
width at the bottom on the opposite side, and set it off up the rake of the stern-timber, in the
sheer-plan, which gives the depth of the lights in the clear: then take that height upon a perpen-
dicular from the line C D and set it off above the line C D in the plan of the stern, and sweep a
parallel curve to the under side of the quarter deck transom.
Now, it is very evident, that, owing to the tumble home of the side stern-timbers, the munions
and appearance of the sashes in the clear will be narrower at the upper part than at the bottom,
but the outsides of the:sashes must be of a parallel breadth or they cannot slide; therefore the
side stiles will not be parallel, but broadest at top, which is hidden by the munions when the
sashes are in their places.
It may, however, be observed that, in sterns of frigates, or when the sashes slide upwards, rab-
bets must be taken out of the aftsides of the counter timbers to make room for the pully pieces —
and pullies. Springs would wound the timbers less, but cannot be recommended because so
liable to be out of order.
Set off the mock light in the aft part of the quarter gallery, of the same size as the other
lights; and, at about half the breadth of the munions from the mock light, fix the inside of the
quarter piece ; then set off the breadth of the quarter piece at the heel, the outside of which de-
termines the outer ends of the upper counter rail in the plan of the stern: next represent the
chamfer necessary for the mouldings on the outer ends of the rails; and, within that, at the
under edge, set off the thickness of the birthing of the quarters, which will give the knuckles of
the quarter timbers at the outside of the gallery ; then strike a straight line, from the knuckle
under the upper counter rail to the outside stuff at the wing-transom, and that will give the
knuckle at the outside of the quarter at the lower counter rail and rail also, as shewn in the plan
of the stern.
Having represented the lower and upper eounter rails in the horizontal plan of the stern, let
them likewise be represented in the sheer-plan as follows: drop perpendiculars from the knuckles
of the upper and lower counter of the midship stern-timber, in the sheer-plan, as cd, to intersect
the horizontal lines at the knuckles of the side stern-timber ; likewise drop perpendiculars from
the knuckles of the side stern-timber in the horizontal plan of the stern, ase e, ff, and take the
distances in the sheer-plan from the knuckles of the side stern-timber to the intersection of the —
perpendiculars c, d, at the horizontalline am, set them off from their respective knuckles at the
side stern-timber, in the horizontal plan of the stern, down their respective perpendiculars e e, ff,
then sweep the curves that shall intersect the spots at the side and horizontal line, at the middle
line, and they will shew what the stern rounds forward on a horizontal view, and the horizontal
lines at the upper and lower counters will be found to answer to the perpendiculars c, d, which
drop from the knuckles of the midship timber in the sheer-plan. Take the heights from the line
C D inthe horizontal plan of the stern, to the knuckles at each counter, at the outside of the
3A
362 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. [Boox IT.
gallery on a perpendicular, and set them off from the line C D in the sheer-plan, striking there an
horizontal line under their respective knuckles, as g, h-; then, from the horizontal lines on the lio-
rizontal plan of the stern, drop perpendiculars to intersect the knuckles of the timbers at the out-
side of the gallery down to the horizontal round-forward curves, as i, 1, k k; and‘ take the dis-
tance from the horizontal lines to the horizontal round-forward curve on the perpendiculars i,k,
in the horizontal plan of the stern, and set it forward from the perpendicular c, or d, at their re-
spective knuckles on the horizontal line g or h; which gives the exact knuckles at’ the outside
of the gallery timbers in the sheer-plan. Then strike a straight line, to intersect the upper and
lower counter knuckles of the midship and side timbers, to the spots set off for the knuckle
outside of the gallery, in the sheer-plan ; and, from the upper to the lower counter knuckle at the
outside of the gallery make acurve to the hollow designed for the upper counter ; and, a parallel
curve outside of that, to the thickness of the birthing. Now take the heights of the ends of
each counter rail upon a perpendicular from the line-C D in the horizontal plan of the stern, and
set them off in the sheer-plan at the knuckles, outside of the galleries, and continue them. for-
ward by straight lines agreeably to: the sheer of the ship; which will be the exact. heights at
which the lower:anduppercounter rails should appear on the ship.
Before the middle stool ean be determined upon, in the sheer-plan, the true situation of the
foot-space rail must be described. Let the line A B represent the middle line of the half
breadth plan, and take, from Plate 3, the half-breadth of the quarter deck as far forward as square
timber 36, setting it off from the middle line as in Fig. 1, of Plate7. Then drop:a perpendicu-
lar from the intersection of the side line of the quarter deck with the side timber, down to the
line A B, and square down a spot upon the ine A B from where the under:side of the quarter
deck, at the middle line, shall intersect the midship-stern-timber; then, from the middle line A B
sweep an arch that shall intersect the spot last squared down on the middle line and half-breadth
of the quarter deck at the side, which. curve may be continued to the outside of the galleries. .Set
off the scantling of the side stern-timber at the quarter deck, within the-half-breadth line, and
continue it eleven inches abaft the curve last swept, for the convenience of the upper gal-
Jery, and four inches abaft that to allow for the balusters which will be the aftside of the quarter
deck at the side, and thence must be: continued. out, and parallel to the curve last swept.
Then, from the plan of the stern, take the half-breadth or outside of the middle stool and set it
off square from the line A Bupon the aftside line of the quarter deck, which will, determine the
outside and aftside of the middle stool in the half-breadth plan.
Draw a curve in the half-breadth plan that shall be the boundary line for the after ends of the
quarter deck, and to shew the round-up of the ends of the quarter deck in the sheer-plan..
‘Agreeably to that curve, strike the lines marked 1, 2; 3, &c. parallel to the middle line A B in
the half-breadth plan ; and, where they intersect the boundary line, square them up to the under
side of the quarter deck at the middle line in: the sheer-plan. Then drop the perpendicular E F,
abaft the balcony, at pleasure ; continue aft to this perpendicular, a line, parallel to the middle
line A B, where the aftside of the quarter deck intersects the half-breadth at the outside.
This line is 7. Now take the round up of the quarter deck, upon a perpendicular at. the side-
timber, in the sheer-plan, and set it off from the perpendicular E F upon the line 7; and, from.
Cuar. IV.) OF LAYING DOWN THE SEVERAL PARTS OF THE STERN, 363
the middle line A B sweep an arch to intersect the perpendicular EF at the middle line A B!
The spot on line 7 and that curve is the round up of the quarter deck upon a perpendicular:
and where the horizontal lines 1, 2, 3, &c. intersect the perpendicular EK F, take the distance to
the curve or round up of the quarter deck, and set them off below the under side of the quar-
ter deck at the middle line on their respective perpendicular lines; a serpentine line passing
through those spots will represent the round-up of the ends of the quarter deck in the sheer-
plan; then, another line, parallel to this, about one inch and a quarter below it, represents the
under side of the foot-space rail. Now, where the ticked line or under side of the quarter deck
intersects the outside of the middle stool as at line 10, strike a line parallel to the lower rim-
rail, as the ticked line, and that line will be the under side of the middle stool in the sheer-plans
Again, strike lines parallel to the last where the upper and under side of the foot-space rail inter-
sects at the outside also, and the rail will be shewn in the sheer-plan. The foot-space rail may now
be shewn in the horizontal plan of the stern, thus; take off the horizontal lines 1, 2, 3, &c. from the
middle line in the half-breadth plan, and set them off from the middle line in the horizontal plan
of the stern, striking perpendiculars at each spot, and marking them with the corresponding
numbers of 1, 2, 3, &c. then take the heights of the under side of the quarter deck at each per-
pendicular in the sheer-plan, above the line C D, and set them up upon their corresponding
perpendiculars above the line C D in the horizontal plan of the stern; a curve drawn through
these spots will form the ticked line, or under side of the quarter deck, at the balcony in the ho-
rizontal plan of the stern: and, a parallel line, three inches above it, will shew the thickness of
the quarter deck. The foot-space rail will next be represented by two lines; one parallel to,
and an inch and a quarter below, the under side of the deck, and another above that to the
depth of the rail, and thence transferred to the sheer-plan.
The breast rail may be next laid off, in a similar manner, as its alteration is only in conse-
quence of the tumble home of the side stern-timber ; to point out the difference, strike lines
from the centre of the stern to intersect each perpendicular on the larboard side, at the under
side of the quarter deck, continuing them thence as high as you interd the upper side of the
breast-rail to be above the quarter deck in the horizontal plan of the stern ; which height must
be set up at the middle line and upon the lines 1, 2, 3, &c, agreeably to their rake or tumbling
home, as then the balusters will be all of one length. -A curve line passing through the several
heights forms the upper side of the breast-rail; and, another curve line, parallel to it, at the
depth of the rail on the under side. Then, where the perpendiculars 1, 2, 3, &c. in the sheer-plan
intersect the round-up of the under side of the quarter deck, strike lines parallel to the side stern-
timber as there ticked; then take the several heights of the upper and under sides of the breast-
rail, perpendicularly above the line C D, in the horizontal plan of the stern, at the divisions
marked 1, 2, 3, &c. on the larboard side, and set them off, in the same manner, above the line
CD upon their respective divisions in the sheer-plan. Serpentine lines drawn through those
spots will form the breast-rail in the sheer-plan,_ Now square down to the half-breadth plan, per-
pendiculars from the intersections of the several divisions 1, 2, 3, &c. at the upper side of the
breast-rail in the sheer-plan, and take the half-breadth of the divisions 1, 2, 3, &c. in the hori-
zontal plan of the stern where they intersect the upper side of the breast-rail, setting them off
}
$64 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. [Boox IT.
from the middle line in the half-breadth plan, upon their corresponding divisions squared down.
A curve line passing through the several half-breadths is the line to which the mould is to be made
for moulding the breast-rail ; and a mould made to the curved line next afore it, isthe mould by
which the ends of the quarter deck may be cut off. Now it must be observed, that, whatever
substance is required abaft the balusters, for the projection of the mouldings, must be allowed for
abaft these moulds, as they were laid down well to the aftside of the balusters, upon the moulds
must be marked the middle line and the half-breadth line also, or the division line 7.
Let the contour, or outside figure, of the stern, above the counter rails, be next represented
upon the floor in the plan of the stern from the sheer-draught. Or, determine on the round-
house transom, in the same manner as that of the quarter deck; and, above the upperside of the
transom, set up about four feet, at the middle line, for the upperside of the taffarel: then take
the height of the upperside of the plank-sheer, in the sheer-plan, at the side-timber, and set it off
above the lineC D at the side-timbers, in the plan of the stern. Determine on the breadth of the
upper stool, by continuing upwards the birthing of the upper gallery; then, from the middle
line to the heels of the quarter pieces form curves, agreeably to fancy, to the heights set off, and
breadths of the upper stool and rails below it, and the out boundary of the stern will be repre-
sented in the horizontal plan of the stern.
Proceed to lay off the taffarel and quarter pieces in the sheer-plan thus: square up the per-
pendiculars 1, 2, 3, &c. on the larboard side, in the horizontal plan of the stern, to intersect the
boundary line of the taffarel and quarter pieces; then transfer the height of each intersection,
and strike horizontal lines across the stern-timbers in the sheer-plan, and number them also, as may
be seen in Plate 7. Strike the line I, parallel to, and eleven inches. abaft, the side’stern-timber
from the quarter deck, to the top of the side in the sheer-plan; which is the aftside of the side
stern-timber. Then, to represent the aftside of the midship stern-timber, square down on the
larboard side of the half-breadth of the stern, at the quarter deck, and at the topside, to the
ticked horizontal line at the upper counter marked n, o, in the horizontal plan of the stern. Next
take the round forward at n, and set it off abaft the line | or aftside of the side stern-timber, at
the top of the side, in the sheer-plan; do the same also at 0, and set it off likewise at the
quarter deck ; then strike the line m in the sheer-plan, which is the aftside of the midship stern-
timber. Now take the round forward, at the several perpendiculars, from the horizontal line at
the upper counter in the horizontal plan of the stern; and set them forward from the line m,
in the sheer-plan, on their corresponding horizontal lines. Then pin a batten to those spots,
which produces the curve line p, the upper part of which represents the foreside of the taffarel
and the ticked part of the aftside of the stern-timbers, supposing them continued to the outside
of the quarter piece. The line m represents the foreside of the taffarel at the middle line, and
the line r, which is the thickness of the taffarel parallel abaft m, is the aftside of the taffarel at
the middle line. A line from the upperside of the taffarel, continued down to. the heel of the
quarter piece, the thickness of the taffarel parallel to, and abaft, the aftside of the timbers, or
line p, is the aftside of the quarter piece; and, the siding of the quarter piece set forward and.
parallel to the aftside, represents the foreside of the quarter piece also in the sheer-plan.
The quarter galleries may next be laid off, and the rim. and stool moulds made thus. Transfer:
Cuar. IV.) OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. 365
the height of the upperside of the lower rim from the sheer-plan (Plate 7.) to the body plan,
(Plate 3.) then take the half-breadths as far forward as square timber 36, and set them off from
the line A B in the half-breadth plan upon their respective timbers, as in Fig. 1, Plate 7, and
produce the half-breadth line and thickness of the plank without it. Then square down the
knuckles of the upper counter from the sheer-plan, and sweep the ticked curve as the foreside of
the upper counter rail in the half breadth plan. Next sweep another curve, of the thickness of
the upper counter rail, parallel to and abaft the ticked curve, and the upper counter rail will be
shewn in the half-breadth plan. Square down the line s, s, from the touch of the’ upperside of
the lower rim in the sheer-plan, and take the half-breadth of the upperside of the upper counter
rail to the outside in the horizontal plan of the stern, and set it off from the line A B in the
half-breadth plan upon the line last squared down. ‘Thence form the curve line t, or outside of
the lower rim, upon which set off the stations of the lights, making them all alike and the munions
between. Next square them up to the upperside of the lower rim in the sheer-plan ; and,
from the spots squared up, strike lines, parallel to the side stern-timber, to the underside of the
middle stool. The aft-part of the middle stool is already laid off in the plan of the quarter deck,
and the form of the outside may be determined on by the same mould as the lower rim, keeping
the fore end well, and allowing the additional length required by the winding of the topside, &c.
Then, to prove that the outer edge of the rim and stool are out of winding, square down the
sides of the munions from the under side of the middle stool in the sheer-plan to the outside of the
middle stool in the half-breadth plan; and, at the aftsides of the munions, marked u, take the
half-breadths, and set them off square from the middle line in the plan of the stern upon the
underside of the middle stool and upperside of the upper counter rail. Then strike the lines
and you will find them all to be parallel, or out of winding. We are, of course, sure that the
munions of the quarter lights may all be fixed up out of winding. The upper gallery rim and
stools may be laid off in the same manner, and the moulds also made; observing to rake the mu-
nions of the upper lights agreeably to those below, which may be set off as follow. Determine
on the forepart of the upper gallery, and continue it upwards as the ticked line in the sheer-plan ;
then, with a batten, fitted as square as possible with the lower munions and one end to the line
at w, at the upper side of the lower rim, take off allthe sides of the munions. Next, fitting the
same end of the batten well to the foreside of the quarter piece, at the upperside of the breast-
rail, move the other end of the batten upwards, until the foremost spot intersects the ticked line
at the forepart of the upper gallery ; and, in that direction, set off all the sides of the munions
from the spots on the batten as shewn on the diagonal ticked line ; then striking lines through
those spots, parallel to the rake of the lower munions, the lights will be represented in the upper
gallery.
The upper and lower finishings may be found at pleasure, making them as light as possible,.
to please the eye, and containing sufficient room in the upper finishing to hold a cistern.
Srern on the Raxe. The horizontal plan of the stern being laid off, proceed to lay off the
stern upon the rake; or, at least, the taffrail and quarter-pieces. For, were moulds made to
them, as already laid off, it is easy to conceive that they would be too low and too narrow, when
fixed upon the stern, to its round-aft and rake; which must be the case upon the ship. On the
366 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. — [Boox II.
starboard side, in the horizontal plan of the stern, strike up lines in the middle of each munion ;
one in the middle of the side stern-timber, at the necking between the taffrail and quarter-piece
as timber 4, one up the inside of the quarter-piece, and one between, to teach upwards to the
centre of the stern as marked, beginning with the middle line, timbers 1, 2, 3, 4, 5, 6, and out-
side of the quarter-piece.
Let the line AB, under the horizontal plan of the stern, represent the horizontal line at the
knuckles of the side timbers at the upper counter; then, on the left hand of the line AB, as at
Fig. 1, strike a line to the rake of the midship and side stern-timber (as it will be clearer on so
small a scale, and not confuse the sheer-plan). ‘Then, from the horizontal line at the upper
counter, in the horizontal plan of the stern, take the heights square from the said line to where
the timbers 1, 2, 3, &c. intersect the ticked curve line (or knuckles of the said. timbers), and set
them up square from the line AB in Fig. 1. Strike the horizontal lines at each height, as ticked
and marked 1, 2, 3, &c. In the same manner take the heights to where the said timbers inter-
sect the upperside of the taffarel and outside of the quarter-pieces, and set them off above the
line A B in Fig. 1, striking horizontal lines as ticked and numbered in the plate. f
Now the round-up and round-aft of the counter rails, on a square, being required to make the
moulds toe, and also applicable to our present purpose, proceed to lay off the upper counter rail
to the round-aft on a square, which governs all the stern above, and its round-up likewise serves
for the basis of the upper part of the stern.
Strike the line x, square from the rake of the midship stern-timber, to intersect at the knuckle
of the side timber at the second counter in Fig. 1, as at c, and down to the square line x.
Strike the midship stern-timber, and the distance between the midship and side stern-timbers,
taken upon the line x, Fig. 1, will be the round-aft of the stern upon a square at the second
counter. But, farther, strike the line GH under the horizontal plan of the stern, and square
down upon it the half-breadth of the stern at the knuckles of the second counter marked e, e;
and outside i, i, and outside of the rail from the horizontal plan of the stern. ‘Then, from the
line GH set off at e, e, the round-aft of the stern as taken on the square line x, in Fig. 1, and
sweep from the middle line the curve marked the round-aft of the upper counter on a square:
From this round-aft proceed to get the rake of the timbers 2, 3, 4, &c. in the sheer, or Fig. 1;
thus, where the timbers 1, 2, 3, &c. intersect the ticked curve, or knuckles of the upper counter;
in the horizontal plan of the stern, square them down to the round-aft on a square at GH, and
number them; then take the round-aft of each timber, square from the line G H, and set them
off square from the midship-timber so as to intersect their corresponding horizontal lines in Fig. 1.
Then, where the timbers 1, 2, 3, &c. in the horizontal plan of the stern, intersect the upper-
side of the taffarel and quarter-pieces, square them down to the round-aft of the stern upon a
square at GH. Then take their round-aft as before, and set them off square from the midship-
timber to intersect their corresponding horizontal lines in Fig. 1; then, from those spots strike
lines down to the spots set off at the second counter, and the rake of the intermediate timbers
2,3, 4, &c. will be represented in their. thwartship appearance. i
Pin a batten round the curve at GH, marked round-aft of the stern upon a square ; and
mark upon the batten the stations of the timbers 1, 2, 3, 4, 5, 6, the spots i, i, as squared down
Caar. IV.] OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. 367
from the knuckles at the upper counter, and outside of the quarter-piece or stern: then lay the
batten straight along the line AB, keeping the middle line or timbers well with the middle line
in the raking-plan of the stern; and mark off the stations of the several timbers outside of the
stern, &c. and number them as before.
Although, by the small scale upon which our plans are constructed, the difference is not very
visible, yet upon the floor there would be much alteration from the same stations as laid off in
the horizontal plan of the stern.
Now, as the square line x, Fig. 1, and the line AB in the raking-plan of the stern, may both
be supposed as one base, take the height of the knuckle of the upper counter at the midship-
timber square from the line x, Fig. 1, and set it up the middle line above the line AB in the
raking-plan of the stern, and sweep the ticked curve which represents the knuckles: of the tim-
bers as taken upon a square at the upper counter. Draw the section of the upper counter-rail
as represented at the midship-timber Fig. 1, and there take the height of the upperside of the
said rail, square above the line x, and set it up the middle line, above the line AB, in the raking-
plan of the stern. From that spot sweep a curve, parallel to the ticked curve (or knuckles of
the timbers), which is the curve that the upper counter-rail mould should be made to. The un-
derside of the rail may be shewn by taking the depth of the rail upon the rake as in Fig. 1, and
set off below the upperside at the middle line in the raking-plan of the stern; then sweep another
curve to that depth and parallel to. the knuckles, and the upper counter-rail may be said to. be
laid off in the raking-plan of the stern.
Square up the stations of the timbers 1, 2, 3, &c. from the line AB in the raking-plan of the:
stern (as before taken from. the round-aft of the stern upon a square) to the ticked curve or
knuckles of the timbers at the upper counter: then take the height of the upper part of the
stern, square from the line x at timber 4, Fig. 1, set it up: the middle line above the line AB
in the raking-plan of the stern, and strike a horizontal line.. Then square down the intersection
of timber 4 with the upperside of the taffarel in the horizontal plan of the stern, to the line
GH as marked 4 only ; then take its breadth upon the round-aft curve line, and set it off from
the middle line upon the horizontal line last struck in the raking-plan of the stern, and continue
upwards timber 4, on each side, as set off in the raking-plan of the stern, till they intersect at
the middle line, which gives. the centre by which the intermediate imaginary timbers may be -
graduated and struck upwards to. the upperside of the taffarel,. from their divisions on the ticked
eurve at the knuckles of the upper counter..
Now take the heights square from the line x, in Fig. 1, up each timber, to its corresponding
horizontal line for the upper part of the taffarel and quarter-pieces, and set them. up square. from
the line AB in the raking-plan of the stern, to intersect their corresponding timbers. Then,
where the circular or upper part of the quarter-piece breaks in with the straight part of the side,
make a spot as y, y, in the horizontal plan of the stern.. Then square down the said spots to
the round-aft of the stern upon a square, to be marked y, y, also. Next take the distance from
the middle line to the spots y, y, upon the curve of the said round-aft, and set it off from the
middle line upon the line AB in the raking-plan of the stern. Now strike up the perpendicu-
lars. y, y, as ticked.
Take the heights of the spots y, y, perpendicularly above the horizontal line at the upper.
368 OF LAYING DOWN THE SEVERAL PARTS OF THE STERN. [Book II.
counter in the horizontal plan of the stern, and set them up square from the line AB, Fig. 1;
then strike the horizontal lines y, y, and take the distance from the round-aft line to the
line GH at y, y, setting it off square from the midship-timber in Fig. 1. on the corresponding
horizontal lines y, y, making spots; then take the heights square from the line x, as in Fig. 1,
to the spots y, y, last set off, and set them up their corresponding perpendiculars above the line
AB in the raking-plan of the stern. The spot for the outside of the quarter-piece, or stern, at
the upper counter-rail, is its outer end already described. Now pin a batten round to the spots
set off in the raking-plan of the stern, and the true form of the upperside of the taffarel and
outside of the quarter-pieces, will be given, agreeably to the rake and round-aft of the stern.
Then take the heights square from the line x, as in Fig. 1, up the several timbers, to the spots
set off for the underside of the taffarel and quarter-pieces, and at y, and set them up square
from the line AB to intersect their respective timbers in the raking-plan of the stern, which
gives the spots for the underside of the taffarel and quarter-pieces; then take off the distance on
each side of timber 4 what the square is between the necking of the cove of the taffarel and
quarter-pieces, in the horizontal plan of the stern, and set it off at its respective place on each
side timber 4 in the raking-plan of the stern. A batten pinned round to those spots gives like-
wise the underside of the taffarel and inside of the quarter-pieces, to which the moulds must be
made. The inside of the quarter-piece mould being cut off to the tumbling-home of the tim-
bers, allow for the scantling of the timber and thickness of the outside plank.
The heel of the mould is cut off to the upperside of the foot-space rail, thus: take the height
of the ticked line marked heel upon a perpendicular above the horizontal line at the upper
counter, in the horizontal plan of the stern, and set it up square above AB in Fig. 1, to inter-
sect the line for the outside of the quarter-piece ; then take that height square up from the line x
in Fig. 1, and set it up square from the line C D to intersect the outside of the quarter-piece in
the raking-plan of the stern: thence-sweep in a line, parallel to the upper counter-rail, which
gives the heel of the quarter-piece mould.
The round-up and round-aft, upon a square, of the upper counter-rail, having been described,
it only remains now to explain how the lower counter-rail may be laid off to its round-up and
round-aft, upon a square, for the moulds to be made. Draw a line square from the upper
counter at the knuckle of the midship-timber to intersect the side-timber, as at z in the sheer-
plan. Then take the distance from the knuckle of the lower counter at the side-timber to the
square line z, and set it up the middle line from the line GH; and, to the said line, square down
the breadth of the stern at the lower counter from the horizontal plan of the stern, and sweep a
curve as before described for the upper counter, and that will be the round-up of the lower
counter-rail on a square, to which the mould must be made. Then, for the round-aft on a square,
take the distance from the midship-timber to the side-timber in the direction of the square line z
in the sheer-plan, and set it up the middle line from the line GH; now sweep a curve to the
breadth of the stern, before set off for the round-up, and that curve will be the round-aft on a
square of the lower counter-rail to which the round-aft mould must be made. The curves of the
lower counter-rail, on a square, are not shewn in the plate, in order to avoid confusion; and,
being similar to the upper counter-rail, already shewn, the foregoing explanation will suffice.
369
CHAPTER V.
OF THE METHOD OF CONSTRUCTION CALLED WHOLE MOULDING.
Havine now explained the usual methods of forming the draughts, and of laying off the several
plans of a Ship, we shall describe the method called Whole Moulding.
Whole Moulding is a method of constructing the body of a vessel so, that one mould, made
to the midship-bend, with the addition of.a floor-hollow, will mould all the timbers, below the
main-breadth, in the square body*. Ships’ Long-Boats are now the only vessels in which this
method is practised; and of one of these the plan, with an elucidation of the subject, may be
seen in Plate 29. :
The art of whole moulding depends entirely upon judiciously forming the rising line, with its
half-breadth or narrowing, which must ever vary according to what the boat is designed for,
whether for burthen or velocity: for, by whole moulding no more is narrowed at the floor than
at, the main-breadth; nor must the rising line lift any more than the height of breadth, that is,
they must run parallel to each other.
The forming of the curve of the rising line requires some practice, so as to answer the end
designed: for the draughtsman must comprehend, in his mind, both the form of the midship-
bend and of the intended capacity of the boat ; by which he may readily know how much to lift
the rising line afore and abaft without Mie aes too much her internal bapnaity, See the rising
line in the plan of the Long-Boat.
The depth of the boat is given in the table of dimensions, and the height of the main-breadth,
at dead-flat, is a few inches below it, and continued thence, forward and aft, parallel to the rising
line in the direction of the square timbers; which must be so as far as the body is intended to
be whole moulded. |
Enough has been already said, on drawing of the other lines, to render it unnecessary for us
here to describe any others besides those which immediately relate to whole moulding.
_ The form of the midship-bend is now to be considered ; its main-breadth, being given in the
table of dimensions, may be described by the segment of a circle, whose radius may be the
distance between the rising line and height of breadth line, the centre being fixed in the latter
_* See the article “ Whole Moulded” in Chap. I. Book I, page 75
3B
370 OF WHOLE MOULDING. [Boox II.
line, as all above may be perpendicular; or, as the midship bend in the plan of the long-boat,
Plate29. Then, from the side of the keel to the back of the curve forming the upper part of
the midship bend, may be drawn a straight line or a curved line, similar to that in the plate.
We may now proceed to form the other timbers in the body plan thus; take the height of the
rising line at each timber, in the sheer plan, afore dead flat, and set off those heights and above
parallel to the base line, or upper edge of the rabbet in the fore body : the same must likewise be
done by the height of breadth-line. Then take off the several half-breadths corresponding to each,
from the half-breadth plan, and set them off on their respective heights from the middledine in the
body plan. Now, let a mould be made to the'form of the midship bend, from the rising line to the
topside and a few inches above, faying also along the rising line: then let the lower part, which
is straight, be laid upon the several rising lines, with the upper part just to touch the spot for the
half-breadth on the half-breadth line, corresponding to that rising line upon which the mould is
placed. A curve may then be drawn by the side of the mould to the rising line. In this
manner we may proceed so far as the rising line is parallel to the height of breadth line,
Then, a hollow mould must be made to the curve that completes the lower part of the midship
bend, letting it run some length beyond each way, as that marked Floor Hollow in the plate.
This is applied in such a manner, that some part of the hollow may touch the side of the keel
and back of the curve before described by the bend mould, beginning forward. The floor hollow
will always come lower on every timber, till we come to the midship timber first designed.
Having thus formed the timbers, as far'as the whole moulding will serve, (for the after body is
formed exactly in the manner just described,) the timbers close forward and aft are next formed.
Their half-breadths are determined by the sheer and half-breadth plans, and are the only fixed
points through which the curves of these timbers must pass. Some form these after timbers be-
fore the whole is moulded, and then make the hollow mould, which will be more straight than’ —
the hollow of either of these timbers. It is indifferent which is first formed, or what methods are
used ; for, after the timbers are all formed, though every one may appear very fair when consi-
dered by itself, it it yet uncertain what the form of the side will be. In order then to determine
this, run several ribband or water-lines ; and, if these do not make fair curves, they must be rec-
tified, and the timbers from them. From these, also, the form of the transom may be de-
scribed, letting the lower end of it be clear of the load water-line, that the boat may have no
dead water to draw after her.
This method of whole moulding will not answer for the long timbers afore and abaft. Con-
sequently these are generally canted in the same manner as those of a ship.
In order to render this explanation the more complete, we shall here describe the manner of
moulding the timbers, after they are laid down in the mould loft, by the bend mould, rising
square, and hollow mould.
The same method is used on the loft floor as was used in constructing the draught ; the only
difference in this case is, that it is laid off to its full size, and the moulds made to the proper
scantling. Now, when the moulds are set, as before directed for moulding or shaping each tim-
ber, let the middle line, in the body-plan, be drawn across the mould, and draw a line across the
hollow mould at the point where it touches the side of the keel. Next let them be marked with,
Cuapr. V.] OF WHOLE MOULDING. 371
the name’of each timber as shewn in the plate. The graduations on the mould will therefore be
exactly the same as the narrowing of the breadth. Thus, the distance between © and F on the
mould is equal to the difference between the half-breadth of the timber F and that of 9.
The height of the head of each timber is likewise marked on the mould, and also the floor
and breadth sirmarks. The floor sirmarks may be that point where a straight-edged batten
touches the back of the mould, the batten being so placed as to touch the lower edge of the keel
at the same time. The several risings of the floor and heights of the cutting down line are
marked 6n the rising square, and the half-breadth of the keel set off from the side of it.
- The moulds being thus prepared, as represented in the plate, we shall apply them to mould
floor timber F.—The two moulds being made alike, and crossed on the reversed side, lay one
upon the other as there shewn.—The timber being first sawed to its siding (commonly called a
flitch) keep their lower edges in a straight line, and move them until each corresponding middle
line on the moulds agree; and, likewise, so that they may best answer the round according to
the grain of the wood. :
The moulds in the plate are fixed at timber F; but, as the middle line on the lower mould
cannot be seen, it is best to mark the middle ities also upon the edges.
When the moulds are placed, fix the inside edge of the rising-square, to the middle line on
the mould of the timber, and the other edge of the square will represent the side of the keel,
which may now be rased upon the piece. Then move the square till the side of it comes to F
on the mould: then a line being rased by the side of it, will represent the middle of the keel.
The other side of the keel must be rased after the same manner, and the point F, crossed on the
rising square, be marked on each side of the keel, and a line rased across at these points to re-
present the upper edge of the keel. From this line the height of the cutting down line at F
must be set up and squared across, and then the rising squaremay be taken away, and the tim-
ber may be rased by the side of the mould, both inside and outside, from the head to the floor
sirmark ; or, it may be rased lower if necessary. pe
After the sirmarks and heads of the timbers are marked, the floor moulds may be taken away,
and then the hollow mould applied to the back of the sweep in such a manner that the point F
upon it may intersect the upperside of the keel, before set off from the rising square ; and, when
in this position, the timber may be rased. by it, which will complete the outside of the timber.
The inside of the timbers may likewise be formed by the hollow mould, The scantling at the
keel is given by the cutting down before set off. The mould must be so placed as to touch the
sweep of the inside of the timber formed before by the floor mould, and pass through the cutting
down point.
In the same manner mould the other arm of the floor, by canting the square. But the rising
and cutting down must be marked on both sides.
But, as we intend that only one rising square shall be used, the fore body is rased on one side,
and the after body on the other. It is here necessary to observe that, when the square is wanted
on the opposite side, it is requisite to chalk, on the edge of the square, the rising and the cutting
down for the timber you are going to mould ; and then to cant the square.
The mould for moulding the futtocks is made similar to the floor moulds: only it extends up-
wards to the top of the sheer. The same method of fixing the rising square for the moulding of
372 OF WHOLE MOULDING. [Boor II.
the floors will serve to mould the futtocks, as may be readily seen in the plate. When the inside of
the square appears fixed to the middle line on the futtock mould for 8 ; then the hollow mould,
applied to the back of the futtock mould, in such a manner that the point 8, upon it, may in-
tersect the rising of 8 on the square, gives the moulding of the outside of the futtock. |
The inside may be moulded in the same manner as the floors. Before the moulds are moved,
mark the main-breadth, head, and sirmarks, or floor-head, in the same manner as the floors, in
order to place thg futtock to its proper height at the side of the floors, in case they should not
be required to run down to the side of the keel.
You may make two futtock moulds, or cross the fore body on one side of the mould and the
after body on the other ; then, in order to mould a futtock for that side where the sirmarks are
on the under side; chalk over the sirmarks for the required futtock on the edge of the mould; or,
make two margins on the edge of the mould, reserving one for the fore body and the other for
the after body, and reverse them on the opposite side,
Ifthe futtocks of the long-boat are only to run down half-way between the tloor-head and side
of the keel, the heels should be marked on the futtock mould though moulded by the square ; for
then the edge of the square may be put to the proper mark on the mould for the heels of the
timbers. :
The use of the sirmarks is, to find the true places of the futtocks; for, as they are cut off short
of the keel, they must be so placed that the futtock and the floor sirmarks may be compared and
coincide, _ Notwithstanding which, ifthe timbers are not very carefully trimmed, the head of the
futtock may be either within or without its proper half-breadth; to prevent which make use of
a half-breadth staff. : |
The half-breadth staff may be about three quarters of an inch square, and of a convenient
length. Upon one side of it are to be set off, from one end, the several half-breadths of all the
timbers in the after body ; and those of the fore body on the opposite side. On the other two
sides are set off the several heights of the sheer, the after body on one side, and the fore body on
its opposite. Two sides of the staff are to be marked half-breadths, and the other two sides,
heights of the sheer.
The staff being thus prepared, sniti the floor timbers fastened on the keel and levelled across,
the futtocks must next be fastened to the floor timbers ; but they must be set first to their proper
half-breadth and height.
The half-breadth staff, with the assistance of the ram-line, serves to set them to the half-
breadth: for, as the keel of a boat is generally parallel with the horizon, therefore the line at
which the plummet is suspended, and which is moveable on the ram-line, will be perpendicular
to the keel. Whence we may set the timbers perpendicular to the keel, and then set them to
their proper half-breadths by the staff. When the two sirmarks coincide, the futtock will be at
its proper height, and may be nailed to the floor timbers, and also to the breadth ribband, which
may be set to the height of the sheer by a level laid across, taking the height of the sheer by the
staff from the upper side of the keel. By these means we shall discover if the ribband be exactly
at the height of the sheer; and, if not, the true height may be set off by a pair of compasses
from the level, and marked on the timbers.
373
CHAPTER VI.
PRACTICAL DIRECTIONS FOR THE ACTUAL BUILDING, PROGRESSIVELY ARRANGED.
§ 1. DIRECTIONS FOR THE VARIOUS PARTS OF THE SHIP.
A suip being provided, the blocks are laid at the distance of about five feet asunder, to re-
ceive the keel, from which the structure is to be raised. Each block is laid upon a ground-way
in the middle of the slip, unless a small vessel is intended to be built where the launch has been
laid for a large ship. In this case, by keeping the blocks towards one side, the sliding planks
may be made to answer for that side. The blocks, being the foundation of the whole, must be
very carefully fixed. The lower tier should be large, asa base ; and fayed upon the groundways,
that they may be steady, with the corners nailed down. Upon the: lower tier of blocks is
fayed another tier; and the upper tier is composed of such as are sawed about sixteen inches broad,
from two to three feet long. and the upper corners taken off with a snape endways, These
blocks are fastened to the lower blocks, with a treenail in each end, and upon them are fayed
caps of oak, as broad as the upper tier of blocks, and as deep or deeper than the false keel is
thick. ‘The caps are treenailed down to the upper blocks without the sides of the keel; and
they should be clear grained, that they may split out the easier when the false keel is put
under. |
The height of the blocks and their declivity must be seriously considered. These particulars
_ depend wholly upon the magnitude of the ship and depth of water it has to launch into. Be par-
ticularly careful that the fore-foot is kept clear of the after groundways in launching, allowing
for the settling of the ship.
The declivity of blocksto build upon is generally from three-fourths of an inch to one inch in
a foot. The upper sides of them are made straight fore and aft, and level athwartships ; some-
times the after blocks are raised above a straight, .as the great weight of the stern and over-
hanging generally settles in building. See the Frontispiece. |
KEEL. The keel is generally of elm, sawed full to the dimensions given in the Tables ; but, in
sawing the scarphs be careful to allow thickness enough at the lips in addition to those in the Ta-
bles, that there may be substance sufficient in the scarphs to raise the coaks, which are from one
S7&:." : DIRECTIONS FOR*THE ACTUAL BUILDING. [Boox II.
inch to one inch and a quarter thick. The workmen trim the several pieces that the keel is com-
posed of, strait and square. ‘The scarphs have a coak raised towards the lip, and a coak sunk
from half the length of the scarph. The breadth of the coaks is one-third of the depth of the
keel and placed in the middle. The several pieces are fitted together and made to fay neatly
in the scarphs ; then taken asunder and lined one quarter of an inch on the lower edge of one of
the scarphs, and wear off at three or four inches upwards for caulking.
The rabbet for receiving the bottom plank may be trimmed out, leaving about two feet from
the ends of the scarphs for reconciling. The rabbet is lined down from the upperside of the keel
to the thickness of the bottom plank, in the navy; but, in most merchant ships, the rabbet is
taken out in the middle of the keel to prevent its canting. The rabbet is sunk in by moulds made
to the shape of the body from the mould loft.
The keel is now placed on the blocks, and tarred flannel laid between the scarphs. The scarphs
are next bolted; with the upper bolts kept just below the rabbet and the lower bolts about four
inches up from the lower edge for caulking. The keel is then canted for caulking the scarphs.
After it is canted back, it is set fair and straight along the middle of the blocks; and, to keep it
in that position, treenails are driven in. The blocks along the sides of the upperside of the.
scarphs are then caulked, and an oak batten, three-quarters of an inch thick, is let in over the
joint of the scarph with tarred flannel under it.
DEAD OR RISING WOOD. The Dead or Rising Wood is of oak timber, of various thick-
nesses, trimmed and fayed upon the upperside of the keel. ‘The pieces along the midships are
of the thickness given in the Table of Dimensions, and, in breadth, to overhang the keel about two
inches on each side. ‘The scarphs give shift to the scarphs of the keel, and fasten thereto with
treenails. The deadwood afore and abaft, for the security of the half timbers, is to be tabled to-
gether, and to be of such height asto answer with the underside of the keelson and give shift to
the scarphs of the main keel and to each other. This part of the deadwood below the stepping
is trimmed to the shape of the body by moulds.
The deadwood above the stepping or bearding line is trimmed to a neni Gieisalel and to a pa-
rallel thickness.
STEM. ‘The stem is composed of two or more pieces of oak timber, of the best quality, as
shifting it isvery expensive. Itis first sawed and then trimmed to its siding given in the Table of
Dimensions, out of winding, and then moulded square from the siding to the stem mould. The se-
veral pieces are scarphed together with a hook-coak as the keel; the scarph at the lower end is
trimmed out to the boxing; the other scarphs the flat-way. ‘The rabbet is next trimmed out,
leaving wood in the way of the scarphs to reconcile. : 7
On the stem should be marked, from the mould, the heights of the harpins, decks, cheeks,
&c. and aline square from the keel asa guide to set it by.
APRON. The Apron is first sawed and then trimmed straight and out of winding to the sid-
ing given in the Table of Dimensions. It isfayed to the inside or aftside of the stem, to succour it _
in the scarphs ; then moulded square to the size given in the Table of Dimensions, ‘The scarphs
of the stem are then boltéd through the stem and apron, and clenched thereon. Tarred flannel.
being previously laid in the scarphs, observe to place the bolts within the rabbet. .
»
Cuap. VI.) DIRECTIONS FOR THE ACTUAL BUILDING. 875
BOLLARD TIMBERS. The bollard timbers are sawed, then trimmed and fayed to the side
of the stem, or apron, with the aftside straight to fay to the hawse-pieces: then moulded and
trimmed to the bevellings. ‘They are connected by coaks or tablings to the stem or apron, and
bolted wholly through, wherever practicable. |
HAWSE-PIECES,. The hawse-pieces are sawed, then trimmed strait to the sidings, as in the
Table of Dimensions, to fay to the bollard timbers, and to each other, in wake of the hawse-holes;
then moulded and trimmed to the bevellings, and separated above and below the hawse-holes
for the admission of air, to about one inch and a half. When in their places, they are to be
bolted to the bollard timbers and each other, clear of the breast-hooks and hawse-holes. Let it
be observed that the hawse-pieces should be so disposed as to be equally cut by the hawse-
holes.
STERN POST. The stern-post should be provided for the top end to work upwards if to be
gotten, and sawed full to the given dimensions.
To trim it, let the aftside lay upwards, and get a middle line thereon : set off from this mid-
dle line, equally, the siding of the post given in the dimensions, and trim it straight through
and out of winding. After it is canted, the mould will describe the size, the fore and aft way,
and likewise the rabbet, the length at the head and heel, and the stations of the transoms and
harpins.
Cut off the heel, allowing for the length of the tenons, which is one-third of the depth of the
keel, and their thickness, or athwartships, one third of the keel; the thickness at that place and
breadth, or fore and aft, twice their thickness ; from the latter size to taper three eighths of an inch
each way in the length. :
The rabbet is next trimmed out, at the upper end, to an equiangular triangle, to the thickness
of the bottom plank ; and, at the lower-end, or heel, to about a half inch standing bevelling
from the aftside of the rabbet. ‘The foreside of the post may then be moulded to the bearding,
or shape of the body, on each side of the middle line, and trimmed thence to the depth of the
rabbet. The fore and aft tapering of the post may be then trimmed to what the keel tapers in
the breadth of the post, at the heel, wearing off at the tapering up the back. When the post is
trimmed drive an iron hook over the head to prevent its flying.
INNER POST. The inner post is sawed to the given dimensions, then trimmed to its taper,
and fayed upon the foreside of the main post, the head to let up one inch into the underside
of the transom next above it. It is fastened to the main post with treenails, and a tenon is made
at the heel as on the main post.
- TRANSOMS. The transoms are sawed to the sidings as in the Table of Dimensions, whether
rounding upwards or straight; and to their shape to the moulds. The wing-transom, if sawed
only to the margin bevelling, may be brought in for other uses if found defective: for transoms ~
require much trouble and expence to shift them, and the quality of the timber ought, therefore,
_ to be of the best, and quite free from any defect whatever. In converting the transoms, let care
be taken to work them top and butt.
The transoms are to be trimmed with the greatest exactness, and then let on the post, with
scores on each side, of an inch deep or more, observing great precision as to letting them down,
376 DIRECTIONS FOR THE ACTUAL BUILDING. [Boox II.
horning, and position. The ends, when cut, are left long enough to tenon, and face on to the
fashion-pieces one inch and a half.
The ends of the filling transoms may be cut with mouths for air, in the same manner as
beams.
FRAME TIMBERS. It being of the greatest consequence to the formation of the ship, that
all the frame timbers should be sawed square, but, more particularly, trimmed very correctly to the
moulding and bevellings. They are mostly sided straight, and out of winding, except where
any particular timber requires a cast, to make a port, &c. But, with filling timbers, the grain of
the wood had better be followed in the siding than be grain cut, to make it straight, if the
piece should not have grown so. With great care the bevellings or windings, as they are ap-
plied, should be kept out of winding from one spot near the middle of the piece.
‘The frame timbers should be converted of sound well grown wood, without sap or vein ap-
pearing in wake of the ports, and full to their sidings, so that their scantling may remain after
the.port is trimmed out. Every timber should also be provided to its length ; consequently, each
should stand upon its proper head. Or, if one timber happens to be short, provide the next
long enough to make good the deficient length, as through-chocks should always be rejected, or
only admitted on extraordinary occasions. The heads and heels of all the timbers to have one
third of the substance left the moulding , way when trimmed, and the seats of the pods should
not exceed once and a half the siding of the timber. el
_ In providing floors, care should be taken to reverse the butt end of each succeeding floor ;
because the tops may sometimes be scanty ; and, when short of the floor-head, may be admitted
if the second futtock runs down and meets upon its respective floor. »
Where timbers wind or twist much, as the fashion-pieces, &c. they should be counter mould ;
especially when the sawyers may be depended upon. ~~
FLOORS. Floors, excepting cant-floors, are generally sided straight to the given Biel
sions, and then moulded as follows. Say, for example, one of the midship floors, which are re-
presented by @ (1) (2), &c. as in the sheer-draught, Plate 1. Take the two floor moulds and
lay them on the timber, placing the end of the one over the end of the other, and moving them
till the middle line of both are exactly well with each other, and the under part of both forms one
straight line. They may be then confined together in that position, either by a nail or gimblet,
just to hold them together for the present. Next set off, from the middle line on the moulds,
the half siding of the keel, at which place apply the rising square, keeping the arm which is not —
marked well with the lower parts of the moulds ; then to the side of the rising square apply the
cutting down batten, keeping the lower end of it well with the line marked @ on the arm of the
square. We shall now see whether the piece will make the floor. by moving the moulds down-
wards (taking the greatest care not to alter their position) till the line marked dead-flat, on the
cutting down batten, is well with the upper part of the piece ; then, if there be wood sufficient
at the outside of the moulds at both ends, and likewise whole wood’ below the cutting down, _
according to the dimensions, the moulds may be rased by on the timber. Then, by taking the ~
floor-hollow, and keeping that line on the lower end, marked for the side of the keel, well with
dead-flat on the rising square, and the other end well with the floor-mould, the true shape of
Cuap. VI} DIRECTIONS FOR THE ACTUAL BUILDING. S77
the floor will be described from the head to the side of the keel; and we shall thereby see the size
and shape of the chocks, which will be required to make the undersides of the floor next to the keel.
The operations of moulding the floors by this method are all alike, and performed just in the
same manner as those of dead-flat ; only observing to leave sufficient wood in the throats of
those floors which have bevellings where the cutting down rises.
When a frame of battens is made to take all the floors of the square body, or nearly so, the
floor is moulded by boring holes, with a small gimlet, at the sirmarks and head; and the
floor is moulded by its corresponding first futtock mould being applied to the holes as bored.
_ The cutting down is marked in the same manner from the mould, and the scantlings are next
set off square from the sirmarks.. The inside of the floor is moulded by a thin batten tacked
thereto, and thus will the moulding shape of any floor be obtained.
After the floors are sawed, as above described, they are to be very correctly trimmed by the
shipwright ; for the truth and precision of the whole fabric may be said to depend upon the ac-
curacy of the floors when got into the ribband.
In trimming the floors, let the chocks be first fayed that make good the deficiency of the
underside next the keel. Then trim the joint-side straight and out of winding, as before ob-
served. The joint’s side in the fore body, is the aftside of the floor, and in the after body the
foreside. The floor is now to be sided parallel to the joint-side, to its siding dimensions; then
moulded and trimmed, very correctly, to the bevellings as before described. From the joint-side,
the inside of the floor is next trimmed to its cutting down and scantling: scores may then be
taken out, on the underside, to seat them on the dead-wood, observing to keep the given sub-
stance below the cutting down ; and, that the cutting down be not raised to gain that substance.
In merchant ships the floors have scores cut on the underside, about one foot out from each side
of the keel, to let the water come freely to the pumps. ,
The risine FLoors, particularly those close aft, are, from the acute angle they form, very dif-
ficult to be gotten; and, as a substitute has induced many to make them of three or more pieces
called made floors, and those are most to be preferred that are made the strongest from straight
timber. Let Fig. 1. in the margin, represent one near aft, with
a short arm on the larboard side, and the deficiency made good
by a piece scarphed on and bolted. The respective first futtock
is to be bolted fore and aft to both parts.
Fig. 2. is similar, but more out-square, consequently easier to
be obtained.
Fig. 3. is composed of two straight pieces, scarphed together
in the middle, with a lap scarph. Upon the foreside of the lap
scarph is fayed and bolted a chock, extending equally frorn the
middle line; and, in depth, from the cutting down to the upper-
side of the score; sided the same as the lower futtock, whose i .
heel fays with a corresponding scarph to the chock, and is bolted as shewn in the figure. This
may be deemed sufficiently strong for this part of the ship.
The floors, when trimmed, are crossed in their respective situations, in scores cut in the dead-
wood, to the exact height of the cutting down, set correctly level, and horned, or squared, from
3C
378 DIRECTIONS FOR THE ACTUAL BUILDING. [Boox II.
the middle line. In the Royal Navy and most Merchant Ships, the floors are bolted through
the keelson and keel. It may, therefore, be necessary to drive a small bolt in some of the
floors, that they may not rise when ribbanding. Be careful to place this temporary fastening
clear of the keelson bolt, which is in the middle of the floor: or, which is better, drive a tem-
porary eyebolt, hand-taught, through the hole in the middle of the floor, and forelock it under
the keel; as this hole may hereafter be bored upwards with a joint-auger through the keelson.
The floors may then be ribbanded and shored, The shores to. be capped, nailed at the head, and
nogged at the heel.
FUTTOCKS. Lower futtocks, second or middle futtocks, third futtocks, fourth futtocks, and
toptimbers, are first sawed and then trimmed to the given dimensions, similar to the floors. In
the Royal Navy, the heels of the lower futtocks run down to the dead-wood ; but, in Merchant
Ships, they are from nine to twelve inches short of the side of the keel, that water may not
lie above the ceiling. The wood wanting on the inside of the lower futtocks, i in the navy, is
made good by chocks, fayed across, up to the cutting down.
The timbers that compose a frame, or bend, are bolted together, either close or iropenbdy as
required ; the joint side of the second futtock to the joint side of the first or lower futtock,
agreeably to the shift or scarph, as given in the dimensions. ‘The heel of the third futtock joins
the head of the first or lower futtock, and bolts to the second with bolts of the number and size
given in the Table of Dimensions. ‘The iron being square, the heel of the fourth futtock joins
the head of the second, and bolts to the third ; and the heel of the toptimber searphs on the
head of the third futtock, and is bolted or fastened with treenails to the fourth futtock ; taking
care that no bolts be driven in wake of the ports or port-sills. See Midship Sections, Plate 8.
The frames, when bolted together, have chocks fayed in the seats at the heads and heels, and
fastened with treenails: and, to prevent their straining, when hoisting, quartering is sometimes
nailed over the joints of the chocks and timbers, and a shore, fitted on the inside, or bag of the
frame, and stopt at the head and heel with cleats. A chain is then set taught round the back
of the frame. This should be carefully attended to ; for, if the frame be strained in hoisting, its
form becomes altered, and the true shape of the body lost.
The frames are raised into their places by tackles, which are lashed to sheers, or travel upon a
ridge-rope. One tackle is applied to the heel of the frame to lighten it off the ribband, and
one or two near the main breadth, and another to the heel, to prevent its going too far into
the ship. Some cant the frame, and heave up the heel by one of the breadth tackles, landing it
on the ribband ; and, then, to prevent it from going too far into the ship, they bore a hole, and
thrust in an eyebolt, which stops it against the ribband.
The frames as hoisted are shored and cross-spaled, either in the ports or at the main-breadth.
Upon the cross-spales is marked the middle line and the breadth of the ship at the place of
spaling, to which the outside of the frame must exactly conform, before the cross-spale is nailed.
In the turn of the body, as the cross-spales cannot be nailed in the joint, the breadth must be
squared in, Observe that, when the frames are cross-spaled in the ports, they need not be cut
at the ends, but may remain till the ship is planked, and the beams in and knee’d. The only ob-
jection to spaling in the ports is, that itis thought by some to be too high.
The frames may now be ribbanded thus: the cant-frames may be gotten near to their stations
Cuar. VI} DIRECTIONS FOR THE ACTUAL BUILDING. 379
by the harpin moulds, then the harpins gotten up; and, if the frames come fair, may be nailed
and shored to their sirmarks, seeing that the frames are exactly levelled; or, in other words,
that, by a plumb suspended from the middle line on the cross spale, each is found to agree with
the middle line on the keel or floors.
The square frames being levelled, as just described, and the floor sirmark or guide exactly cor-
responding, set them square from the middle line and keel as follow: stretch a line athwart, at
the main-breadth, or at any distance parallel below it; then look this line and the joint of the
frame out of winding, to the edge of a batten (by some called a rake and level) fixed in the
middle line. ‘The batten tapers in its length, from a straight edge, equal to the set of the ship
in every foot; so that, when the raking edge is kept aft and set plumb, the straight edge should
correspond with the line at the breadth and joint of as many square frames as you may pleasé
to set, which may be every fourth.
The spacing of the ports may likewise be proved by a long staff, upon which their stations
are to be marked, as taken from the floor or mould-loft. The ribbands may be then nailed and
shored ; and, to prevent their altering afterwards, let them be nogged at the heels and cleated.
The lower futtocks are now to be bolted to the floors similar to the shift or scarph above:
and, in large ships, along the uppersides of the lower cross-spales, are to be nailed two-rows of
deals, about nine inches on each side from the middle line, and a ribband nailed down near each
midship edge. To the ribband the topside is shored, and kept steady at each frame by being
cleated over the heads, in the range of the toptimber line; each lower cross-spale being shored
underneath upon the keelson.
HARPINS. The harpins are sawed to the moulds and bevellings; then trimmed, and scarphed
together with a key-scarph, because of their curvature. They consist of two or more pieces;
and the scarphs are lined over, with oak or elm board, to strengthen them.
KEELSON. The keelson is sawed, and then trimmed to the given dimensions, thus: thé
sides are trimmed straight and out of winding, and the upperside square from the sides; the
underside is fayed close upon the floors and cross-chocks; but, previous to this, the openings
between the floors and cross-chocks are filled in with pieces of dry oak driven down tight, with
the grain athwartships, to the siding of the keelson and close down to the dead-wood. Then;
between each floor, scores are taken out, as low as the keelson is to be let down, according to
the Table of Dimensions, and likewise to its siding. The different pieces of keelson may then be
fayed, either by a given mark or by counter-moulding. By the former, shipwrights sometimes
get each piece of keelson into its place, as it comes from the sawyer, and with compasses square
up the butts of all the scores on each side: then, by taking with the compasses the greatest
distance, let that be a parallel mark to be pricked upon the piece from the surface of the floors,
dlso the scores at every butt. Lines may then be struck to every spot, which, whem trimmed
straight through the piece, will consequently fay into the place designed.
To fay a piece of keelson by counter-moulding, proceed thus: Fay a piece of deal board, on
one side, into all the scores and upperside of each floor and scarph, the whole length of the
piece; then square over from the side of the mould three spots, one near each end and one in
the middle, making sirmarks on the mould at each place: next take the windings or bevellings
380 DIRECTIONS FOR THE ACTUAL BUILDING, [Boox II.
at each spot, keeping them out of winding with the middle one, and marking them on a board,
or at its respective place on the mould. ‘Then fix the mould on the same side of the piece of
keelson it was made to, observing that, when fixing the mould, the depth of the keelson is pre-
served as given in the dimensions. Now rase upon the piece the faying edge of the mould, and
the square spots for the windings; but, if there are veins on the edge, let the mould be tacked.
on and dubbed straight through to the mould.
Next trim through the winding spots, as they were taken, squaring them over to the other
side; or prick off the windings with the compasses: then, to counter-mould the other side, fay
the mould as before; but, to the opposite side, marking the square spots very correctly on the
mould when fayed. Then fix on the refayed mould to its respective side of the keelson, keep-
ing the fayed edge well with the winding spots; the square spots, at the same tine, exactly
agreeing. The underside of the keelson may now be trimmed straight through to the mould,
and, when in its respective situation, if carefully done, it is sure to fay at once. Observe, pre-
vious to the keelson’s going into its place, that all the joints or seams under it are caulked and
paid, and the whole surface paid with tar.
Thus, by counter-moulding, or taking a mark, are to be fayed all the various pieces in the ship.
The scarphs of the keelson are trimmed with a hook-butt in the middle of their length ; the
length of the scarphs and the substance at the lips are to correspond with the given dimensions,
and the middle of each scarph is to be so disposed as to come in the middle of a floor.
In the Navy, the keelson is bolted through every floor, and the bolts clench on the underside
of the main keel. In East-India ships it is bolted through the six-inch keel also. Some ships
have their keelson bolted through every other floor only. The bolts must be driven clear of the
joint in the keel scarphs, and the bolts through the after dead-wood must be so disposed, on the
underside, that one may come about nine inches from the after end of the keel, and the next ~
bolt abaft it through the heel of the stern-post, to secure the extremities. Every bolt should be
clenched upon plates or rings, of a full size, let up within the wood, and the points all caulked
after the said ring or plate is let up. The keelson and dead-wood bolts abaft, when very long,
are driven with two drifts, or sizes, from the middle-of the length, for more readily driving
the same, and the greater certainty of getting them through when so driven. The lower end of
the bolt is to agree with the size given in the Table-of Dimensions, and the upper drift one-eighth
of an inch larger.
Many objections were formerly raised against double-drifted bolts, as, in repairs, they could
not be driven out downwards. The strength of the ship, however, depends very much upon
these bolts coming through ; and double-drifted bolts, particularly copper bolts, are indispensable.
The newly-invented machines for drawing bolts, described hereafter, have, in great measure;
removed these objections; and, if a three-inch plank be wrought upon the upperside of the keel-
son, before the bolts are driven, this plank might be cut away upon a repair, or occasionally;
when any bolt is required to be drawn out, so that the chops of the machine may take hold of
the bolt. The keelson might otherwise be much wounded, and probably spoiled. Besides, this
plank would have the chases of all the pillars on it, which would otherwise tend very much to
injure and rot the keelson, ’ |
Cuap. VI.] DIRECTIONS FOR THE ACTUAL BUILDING, 381
STEMSON. The stemson is sawed to the given dimensions; then trimmed and fayed to
the apron, similar to the keelson, and scarphs with a hook and butt into the fore-part of the
keelson, The bolts through the breast-hooks must be considered, and one or two bolts may
then be driven through between them.
STERNSON KNEE. The sternson knee is sawed to its moulding and siding as in the Table
of Dimensions ; then trimmed and fayed against the transoms and upperside of the dead-wood,
and scarphs with hook and butt into the after-piece of the keelson. It is bolted through the
post and transoms as the keelson, of which it is a continuation.
WALES and PLANKING. In general, after the strakes are lined out upon the ship’s side,
and the butts shifted (see Planking, Plate 3.), some spile for each plank with a flat batten
called a rule-staff, which is tacked to the ship’s side where the plank is intended to be worked.
Then, upon the staff, the length of the plank is marked, and as many spilings taken as may be
thought necessary, or at about three feet distance, to the line the plank is intended to be worked
to; or, when plank is wrought to the edge of the plank designed to work to, a touch, or any
sudden angle, must also be marked upon the staff; and, at about every three feet distance, a
bevelling spot is to be numerically marked thus (1), (2), &c. as at those places the bevellings are
taken and marked on a small board. The several breadths of the plank are likewise to be
marked down at those spots.. To apply this staff, when the inside of the plank is spiled to the
spilings, breadths, &c. must be canted or shifted to the other side of the staff, preserving the
spilings on their proper edge. ‘This is evident, or else the staff cannot be applied as taken.
Some, when the plank is wrought, spile to the outside edge, keeping the staff off parallel to the
_ thickness of the plank; then the outside of the plank may be certainly lined, and the spilings
applied as taken.
The workman, by applying this staff, has every opportunity of seeing if the plank will line
to its spilings and breadths clear of sap, also to its length; then, if the plank will line, observe
that, however unfair the spiling edge may be, always to line the opposite edge fair. Workmen
who have been used to the lining of planks will line a’number of them without spiling, by exa-
mining the edges which the plank is to work to.
The after lower piece of wale generally comes upon the end of the wing-transom, or sudden
turn of the body; it consequently twists very much, and should be of a short length. This
piece, and some below it, besides what spilings can be obtained, is generally trimmed by moulds
made to its upper and lower edges. The upper edge is trimmed, or sawed, square to the tim-_
bers; the lower edge to a level, and then trimmed back, between two squares, to the thickness
of the next plank under it, winding all the length from one given spot. When wrought, the
outer edge is levelled in to the line on the side.
INBOARD THICKSTUFF CLAMPS, &c. These are wrought similar to the outside stuff.
The clamps to the sheer of the deck, and their uppersides to the round-up of the beam, and the
lower edge square from the timbers; unless they work down to the ports, then in wake of the
ports. The lowersides are trimmed level, and between the ports square to the timbers, to the
thickness of the stuff underneath. Clamps over ports are mostly bearded from half their depth to
one inch less in thickness onthe underside, excepting in the middle. Over each port is left a
semicircle, for the muzzle of the gun to house to,
382 DIRECTIONS FOR THE ACTUAL BUILDING. [Boox I.
The Thickstuff is to be wrought with a square close edge, over the joints of the timbers, and
the spirkittings are to have a seam allowed agreeably to the thickness with the outside stuff;
that is, to every seam and butt of two inches thickness, a seam of one-eighth of an inch; to every
one of two inches and a half thickness, three-sixteenths; of three inches, one quarter; of four
inches, five-sixteenths; of five inches, three-eighths; of six inches, seven-sixteenths; of seven
inches, one half-inch; of eight inches, nine-sixteenths ; of nine inches, five-sightling ani of ten
inches, to have a.seam of three-quarters of an inch.
BEAMS. Beams, whether whele or in pieces, are sawed to the siding and rinsibitid to the
round-up and moulded depth, square from the siding, as given in the Table of Dimensions. If
the sawyers cut their work true, let them be counter-moulded at the saw-pit, as they will then
require no trimming by the shipwrights but scarphing together. In the conversion of beams,
if they are in one length, provide them top and butt; that is, let every other one have the butt
of the tree on the same side, as the butts are more likely to decay than the tops. Again, ob-
serve that, in siding beams, as far as the arms of the lodging knees fay (which is:on the aftside
in the fore-body, and on the foreside in the after-body), provide the butts with a tail as large as
the butt of the tree will admit, which will cause the knees to be more out-square, and they may
consequently be the more easily provided. And quite forward a tail left on the foreside will
ereatly assist the bevelling of the hanging knees by bringing them near a square.
In large ships, beams are composed of two, three, and sometimes four, pieces, and are allowed
to be stronger than in one. Beams so made, have scarphs tapering towards the top to about
four inches, allowing the thickness of the tables, and the seat of those scarphs are to be sawed
straight and out of winding. toe
Beams in two pieces have a scarph one-third of the whole length of the beam, like the fore
and aftermost beams shewn in the Plan of the Gun-deck, Plate 5. Beams in three pieces have
the middle pieces and end pieces each half of the length of the whole beam, the middle piece
having a scarph each way to take the arms, as shewn by the midship beams in the Plan of the
Gun-deck above mentioned. Beams made of four pieces have two middle pieces, each similar
to the former; the arms and middle pieces are each to be of three-sevenths of the whole length,
‘as the twelfth beam from forward, shewn in the Plan of the Gun-deck.
The general method of scarphing beams together is, to table them; the lengths of the tables
being about once and a half of the moulding or depth of the beam. ‘The tables are divided in
the middle of the depth; and, where the wood is taken out on the upperside it is left on the
lowerside, and so alternately; taking the wood out on the upperside of the scarph at the table
next the butt end, as it will the better hang and support the lip. At.each lip, beyond the
tables, is a coak about six inches long, and next to it is a straight lap of the same length.
Scarphs taken out in this manner are liable to retain water if the deck should leak, which must
be the means of rotting the beams: but, if the beams were tabled together in dovetails, and
taken through from the upper to the underside, putting tar only between them, which hardens
the wood, the water then would have a free passage, and ‘the beams would dry ‘again. | This
method is not inferior in point of strength to that of tabling the beams just described. dt
The scarph which is thus tabled is to be laid upon the scarph it is to fay to; each piece to be
kept straight sideways and out of winding, and well to the round-up mould: the butts of the
Cuap. VI] DIRECTIONS FOR THE ACTUAL BUILDING. 383
tablings and coak may then be rased upon the scarph to be fayed; then a parallel mark with
compasses, is to be taken at the greatest opening, which may be pricked off at every butt, and
rased across at the ends of the lips. The piece may then be lined to those spots, and the tables,
&c. trimmed out as before. ‘The scarphs are now to be well dried, by burning reeds or shavings
on them, then paid with tar, and set close together and bolted at every eighteen inches distance,
at about three inches down from the edges; and the lips fastened with two small bolts or nails.
The bolts are to be driven each way from each lip.
The beams, when put together, are cut to their lengths, thus: Stretch a line across the ship
at the station or order upon the side; then, with a sliding staff or two staffs (confined together
by nails or gimlets) take the length across the ship in the direction of the line, Thus may
many lengths be taken, marking a line across the battens with a pencil, and numbering the
beams in order. The bevellings are then taken from the said line, thus: Fix the tongue of the
bevel against the side well with the beam line, and open the stock to range well with the line
across the ship, which gives the fore and aft bevelling; the up and down bevelling is next taken,
by fixing the tongue to the side, and opening the stock till it is out of winding with the line
athwartships. These several bevellings may be marked on a board, marking their respective
_ sides, and number of the beam. To set off the length and bevellings, as taken, strike a straight
lirie upon the same side of the beam as the line was fixed to in the ship, and along this line
apply the staff with the length, and from that length set. off the bevellings as taken; this is the
true length when the beam has its proper round-up or nearly so. But the truest method of tak-
ing the length of a beam is, to set back from the station a four-inch sirmark on each side, on the
beam line, in the centre of which stretch a line to each side. Then take the length and bevel-
lings as: before, and set off this length straight on the beam mould, and open the battens to that
length on the round of the mould, there confining them. Then, from a straight line ranged
along the side of the beam that the length was taken from, set back, upon the upperside, the
four-inch sirmarks, parallel with the line, one in the middle and one at each end: then, laying
the battens to these sirmarks, set off the last length taken, which gives the true length of the
beam, whether it has its round-up or not. The bevellings are set off as before.
Observe, before the lengths are taken, and when the beams are to be let down, that the lips
are kept as much from the order or station on the side as may keep them athwartships, or square
from the middle line, and clear in the hatchways: and, likewise, that the upperside of the beam
is out of winding with the beam line at the side.
The ends, after they are sawed off, are snaped back on the undersides one-fourth more than
the siding of the lodging knees, or so as to let them down in the clamps according to the di-
mensions. The ends are then mouthed, or a mortise is cut, through the heart, about two inches
wide, and one inch and a half within the clamp, wearing off on the upperside that air may
come to the heart at all times: or, the heart may be bored out with an inch and a half auger
about eighteen inches in, and another hole bored up from the underside, to come into the for-
mer at about one inch within the clamp, with an auger of half the size, to admit air to the heart.
The ends are then burnt very dry, and a hot bolt thrust into the heart once or twice till it
is cold.
384, ? DIRECTIONS FOR THE ACTUAL BUILDING. [Boox Il.
KNEES. The knees are first sawed or trimmed to the siding given in the dimensions ; then
fayed to their respective places by amould and bevellings, taking as little wood as possible out of
the throat the moulding way ; the strength of the knee being there. Towards the toe each ta-
pers to what it is sided. No chock should be admitted on any knee that would reduce the
throat or moulding of the knee less than its siding.
Lodging and Dagger Knees should have a coak left at the crown, when the grain will admit, to
let into the beams one inch and a quarter, at about nine inches from the side. The coak to be
from four to six inches broad, and within one inch of the underside of the knee. When the grain
will not admit of acoak, a hook is left, about nine inches long, within the toe. After the knees:
are fayed and bolted, an iron key may be driven down the side butt of the coak.
In bolting the knees, place the holes alternately on each edge, and the throat-bolts in the side
arm of the hanging knees as high as possible, keeping the upper hole in the range of the under-
side of the beams, and stiving it upwards to come through the end of the lodging-knee behind
it, andthe next hole about four inches below it, stiving it rather above alevel. The other holes
are to be equally spaced between that and the toe hole, which is kept up full the siding from the
end, and may be bored square with the body or to clear the seams. See Midship Sections,
Plate 8.
In those parts of the ship afore and abaft, where wood knees cannot be procured of kindly
growth, (for upon that depends the strength) knees of iron are generally placed. ‘These, al-
though they are now much used, particularly in merchant ships, cannot be so fully depended on
as those of wood, because they cover less surface, are nowise flexible, nor can the bolts be driven
so tightly in the iron as in wood. If, therefore, the ship strains, they must inevitably work
loose: again, the holes must be bored in the direction in which the knees are punched, so that,
where iron knees are intended to be placed, oak fillings should be driven between the timbers ;
otherwise the bolts may come in the openings, which is inadmissible. Besides this, the bolts may
happen to come in the seams of the outside plank; when it so happens, the best way is to cut
out a piece and clench the bolt upon the timbers.
Bolts in wood knees are driven from the outside and clenched upon the knees srssiiiy but
bolts in iron knees are driven from the inside, -with collar or stout heads; because, upon the
head depends its fastening. Or, if the bolts be of copper, they must have a ring under the
head, and the head spread or made large in driving. All bolts driven from the inside should be
carefully clenched upon rings, let flush into the planks, by means of a bitt for that purpose, and
the points caulked after the ring is let in.
Wood for knees having, from its peculiar figure, become scarce, many substitutes have been
attempted, and iron knees, or, rather, knees formed conjointly of iron and wood, as described
hereafter, are certainly the best, when properly applied. See Plate 8.
Made-knees of wood have been constructed by foreigners, of straight pieces lapped together at —
the crown, and a chock fayed into the throat.
STANDARDS. Standards are sided, trimmed, and fayed, similarly to knees ; but, if of wood,
the toe-bolt of the deck arm should have a collar-head, and be driven through an iron plate under
the head: or, which is better, through an iron strap, clasping the toe with a fore-and-aft bolt
Cuap. VI] DIRECTIONS FOR THE ACTUAL BUILDING. 385
driven to prevent the standard’s splitting. The point of the toe-bolt should be screw-cut to
receive a nut, which should be hove taught upon an iron plate let up its thickness in the under-
side of the beam.
RIDERS. Riders are sawed to the mould and bevellings, and to the size given in the Dimen-
sions; then fayed by a mark, or a square spot, and counter moulded, and then bolted through
the side alternately on each edge, with the bolts equally distant. Floor riders, according to the
present mode, require large pieces of oak timber. Their strength is much reduced by cross-
ing the keelson, although very often the grain is straight at the score. We should therefore con-
sider it as better work for the floor riders to be in two, with a cross chock fayed over their heels
with a hook and butt scarph ; also with their heels to work down to the limber-boards and the
heads between the joint of the floor-head and first futtock head. For, at present the head of the
floor rider (after taking so large a piece of timber) only comes over the joint of the floor-head,
or nearly so; but, by the method here proposed, the floor-head will be more succoured by the
floor-rider’s running beyond it.
First futtock riders are sawed and fayed as before described. They fay close to the sides of the
floor riders, and the heels extend downwards within four feet of the keelson. The head runs up
between the joint of the first futtock head and underside of the orlop beam, with a cross chock
over the heels and a hook-and-butt scarph. A piece may be worked from the heels to the lim-
ber boards to straiten the cross chock.
Second futtock riders are sawed and fayed as before described, and scarph with a’ hook scarph
under the head of the floor riders, or connect thereto with a chock. Their heads run up within
two inches of the underside of the gundeck beam, and are cut with a swell at the orlop beam,
to which they tail sideways; and they bolt fore and aft ‘with two bolts, and likewise fay and
bolt against the side of the first futtock rider.
Third futtock riders are sawed and fayed, as before described, with a swell, to tail and bolt
against. the sides of the gundeck beams. ‘They fay and bolt, fore and aft, to the sides of ‘the se-
cond futtock riders. The heads come up within two inches of the underside of the upper or
middle-deck beams, and the heels come within two inches of the upperside of the orlop beam.
Breadth riders are similar to third futtock riders. “They are cut with a swell to bolt against
the beams they fay to, and their lengths are the distance between the beams or decks above
and below them.
Top riders are similar, and cut witha swell to bolt to the upper-deck beams. Their heads run
up to the underside of the gunwale, and the heels about six inches short of the gun or middle deck.
_ Breadth and top riders stand diagonally, and thereby bolt to more timbers, and clear the ports
better than the rest. Forthe methods of bolting the Riders, &c. see Midship Sections, Plate 8.
BREASTHOOKS, STEPS, and CRUTCHES. ‘These are sawed to the given dimensions,
and fayed similar to knees and riders. But, if a mark is taken for faying the breasthooks, it must
be taken in a fore-and-aft direction, or parallel to the middle line; and, for steps and crutches per-
pendicular. For, were the mark taken parallel to, or square with, the body, too much would be
taken from the extremities; and, consequently, would never fay. ‘The holes for the bolts are
bored alternately, near the edges, and equally asunder. The holes next the middle line of
30
386. DIRECTIONS FOR THE ACTUAL BUILDING. [Boox II.
breasthooks, in the sharp part of the body, are crossed, to bring them more square with the bow.
Breasthooks, Steps, and Crutches, are assisted in the moulding by chocks, and the deck-hooks
may be assisted by ekeings, worked behind them, so that the hooks ‘may seat against the stem-
son. All the chocks of breasthooks are tabled, and ought, on no account, to have less WOOK. or
substance than the siding left clear of the chocks.
COAMINGS and HEAD-LEDGES for framing the hatchways, &c. are sawed to the size
given in the Table of Dimensions; then framed together in the strongest manner, by lapping
them at the ends over each other, to dovetail each way, and the coamings to have five-eighths of
an inch tail or stop- into the head-ledges, taking the rabbet for the gratings out first. The head-
ledges come wholly through under the coamings, and sufficiently above the deck to be caulked ;
above that the coamings lap over the head-ledge. A bolt is driven through each corner, in the
middle of the lap, and one in the middle of the head ledge. Coamings have a rabbet taken out of
the inner edge, for the gratings, about three inches on and two inches and three quarters deep.
The coamings are mostly fastened with treenails, and the corners are rounded off above the deck,
CATHEADS. Catheads are first sawed to their cast and flight, and then trimmed with more
exactness to their moulds and scantlings, as in the Table of Dimensions. Their outer part is
cut to look up with the sheer, the sides standing perpendicular or plumb. ‘Their outer ends
cut off between a perpendicular and a square, and are secured with an iron hoop, Jet in flush. The
sheeve holes are then cut through perpendicularly and parallel to the sides. The inner part is.
fayed to the cat-beams, in large ships, with a scarph on the upper side for the cat-tail to fay to,
with a hook butt inthe middle. In smaller ships, the inner part fays up-to the underside of two:
or more of the forecastle beams, facing upwards one inch or more. }
SUPPORTERS of the Catheads. The Supporters are generally trimmed, as s the side-arms
curve very much, by a mould made to the aft-side. Some trim it by two moulds; one mould
being made to the curve on the side, and another to fay to the underside of the cathead, and like-
wise to the side in a straight direction. By this method the supporter may be trimmed near
enough for a rough mark. Others take the pains to fasten brackets to the side, to its curve, at
about six inches asunder; the aftsides of which gradually wind, or twist, from the aftside of the
cathead to look in with its rail at the fore part. Then, to the outsides of these brackets are fayed
pieces of deal, scarphed together, by which means the curve on the aftside is truly obtained, and
likewise the shape of the side to which it is. to fay; and, asthe brackets stand square from.
the flight, or curve, they give the true bevellings to trim it to. By this mould the supporter may
be trimmed very nearly to.its work, and may then be sided and moulded correctly, and set up into: of
its place.
KNEE OF THE HEAD. The Knee'of the Head has its several pieces sawed to their vari-
ous shapes given on the mould, and the tapering sideways where they cross the battens.
The main piece should make the lower part of the knee, and run up in front to take the bob- —
stay holes. Another piece must be provided to make the lacing, and a third to fay against the
stem, and run up high enough for a hole to be cut in it to receive the main-stay collar. The
other pieces between may then be provided, as most convenient, marking on the mould the
shape of each piece as provided, allowing to each sufficient wood for tabling and faying.
Crap. VI] DIRECTIONS FOR THE ACTUAL BUILDING. 387
~The main piece has the fore part trimmed to the mould, and then sided, agreeably to the ta-
pering battens, from a middle line rased along the piece and over the ends. ‘The edges on the
fore part are next trimmed off with a bold round. This piece is then secured on blocks, and
kept perpendicular with the middle line. The tables may now be taken out of the aftside. Each
_ piece is then gotten on and fayed as before described, and treenailed to each other till the whole
- surface of the knee is completed. ‘The aftside is then fayed to the stem.
The knee-bolts may next be set off where they are intended to be driven, and quartering
nailed between'to keep the whole together while hoisting into its place. The holes may then be
bored, first marking every appearance of iron, &c. behind. Some prefer having the bolts to go
through the middle of the hooks, as it makes the bolts more of an equal length through the
knee and through the side. Others prefer having the bolts so as to come between the hooks,
alledging for this practice that more fastening is obtained, and the difficulty of driving the bolts
without that additional length obviated. But, after all the holes are bored, let the knee be
swung off, and carefully examined behind, so that, in case there should then be any holes, they
may be carefully plugged up and caulked. The knee and stem may be then paid well with tar,
and set close with chains while bolting, as it is sometimes apt to start off.
RUDDER. The main piece of the rudder is sawed to its siding, and the upper part to the
given dimensions, with the lower part moulded as large as the piece will admit. Whatever the
main piece may require to complete its foreside must be of oak or elm, tabled to the main piece.
The foreside may be then bearded from the side of the pintles, the foreside being trimmed to, the
form of the pintles from a middle line, correctly rased the whole length, and squared over at the
ends ; for, were it bearded to a sharp edge at the middle line, it would reduce the main ‘piece
more than is required ; and we may observe, that, in large ships, when the rudder is hard over, the
bearding will not be close to the stern-post by three-quarters of an inch. The usual mode is, to
line down, on each side of the main-piece, two-fifths of its thickness ; but this has been found to
cut or wound the main-piece so much at the upper pintle, that, lately, the aftside of the stern-
post is likewise bearded ; and, consequently, the foreside of the rudder so much the less. The
other pieces, to complete the surface of the rudder, may be of fir, and table on to the main-piece
and to each other. The whole is then trimmed strai ght through, to its thickness on the aftside, and
then bolted together between the straps of the pintles. “The back is then fayed on and fastened
to the aftside, and the sole at the heel, (when cut off to its length), with nails and treenails: The
hances are then trimmed out to mouldings, and the aftside of the rudder above the lower hance
is thirded and bearded back about three-quarters of an inch at the sides, The head, if not a
round headed rudder, has its edges taken off with a bold round. The holes for the tiller: may be
‘now cut through, and the head hoops driven on. The pintles may next be let on thus: the
braces being let on to the stern-post, and square from the aftside, a staff of the whole length,
is run down through the holes of the braces, or fastened to the aftside. The former method is
‘that which we prefer. Now mark the uppersides of the braces correctly on the staff, with a pen-
‘cil, or both under and uppersides will be best. Then mark on the staff the upperside of the
‘wing-transom and the underside of the deck-transom above ; also the upperside of the deck ;
and, lastly, the underside of the keel. Next apply the staff on the foreside of the rudder, and
388 DIRECTIONS FOR MAKING CAPSTANS AND WINDLASSES. [Boox I,
exactly mark off the uppersides of the braces in the middle line, keeping the transoms clear
of the holes, that the lower tiller may work near the undersides of the deck beams above
the wing-transom. Then square down, from the foreside of the rudder, the upperside
of each brace, which, it may be observed, is the underside of the pintles. Now set upwards
the breadth of the straps, and the scores may be taken out till the crowns come flush with
the bearding, and the middle of the pintle ranges well with the middle line, allowing for the
upper sheathing round the scores under the pintles. Scores are then gouged out, under the
pintles, sufficiently for hanging the rudder, and may be formed by a piece of sheet-lead, made to
the crown of each brace, and traversed round its respective pintle. Let there be sufficient room
in the scores to allow for the sheathing; and, that the rudder may hang easily, all the scores
must be made to the length of the lower one; that pintle being two inches longer than the
others. ‘The score nearest to the load water mark is opened on one side to fit in the woodlock
which prevents the rudder from unhanging. At some places in the North of Britain, the pintles
are put into the braces, and the rudder put together in that situation, so that it cannot be
unhung until throatings are cut to clear it of the braces.
After the braces are let on, it is best to try all the pintles in them, and see that they
work easily in the braces, and square from the stern-post. ‘Then their uppersides may be taken
with a staff, and set off on the rudder, as before directed, without the possibility of error. The
tiller and sweep may next be fitted agreeably to the directions already given for coustnaolangs the
plan of the upper deck.
§ 2. DIRECTIONS FOR MAKING CAPSTANS AND WINDLASSES.
1. or capstans. (See Plate of the Capstan, Plate 7.)
First, provide the barrel of sound oak timber, full to the size given in the Table of Dimensions,
and have it sawed to a polygon of ten or twelve sides, according to the number of whelps. That
is, if it is to have six whelps, the barrel must have twelve sides; and, if only five whelps, ten
sides. ;
The barrel, after it is sawed, is to be suspended at the ends by a bolt driven in the centre,
upon which it turns, for the convenience of the workmen in trimming the barrel more accurately
from the saw, and putting the whole together, after the squares are trimmed straight and out of
winding.
The partners are next set off, and made cylindrical, from two inches above the AE om of the
deck partners to three-fourths of the size of the barrel downwards, or half the distance between
the underside of the trundle-head, and two inches above the deck partners. See the Plate.
To take off friction, iron-ribs, about ten inches long, one inch and a half broad, and three-
eighths of an inch thick, are let into the partners, two-thirds of their thickness, at one inch
above the partners or cylindrical part of the barre], and-fastened with nails at each end, their
breadth asunder,
°
Cuap. VI.) DIRECTIONS FOR MAKING CAPSTANS AND WINDLASSES. 389
The whelps may be then let on ; they are sawed from oak timber, and accurately trimmed to
the size given in the Table of Dimensions and the scores taken out for the chocks. The fronts
are next thirded and bearded towards the sides, about three eighths of an inch. (/Seé the Plate.)
They are then let half an inch into the barrel, one upon every other square or side. The mid-
dle line of the whelp is to be at right angles from the said square, that they may each be equi-
distant, fixing the heels of the lower whelps so that they may let into the pall-rim one inch and a
quarter, and the heads, or upper ends, may let in one inch into the underside of the trundle
head. The upper whelps are let in similarly to the lower whelps, and their heels so fixed as to be
one inch above the upperside of the deck partners, with the heads let up one inch into the under-
side of the drumhead. They are fastened, as they are let in, by a treenail driven through the
surge ; but are afterwards farther secured by bolts, one bolt being driven above the surge, and one
below it. When the capstan has six whelps, the bolts drive through from each whelp to its opposite
one ; but, when only five, the bolts may be driven nearly the same as shewn in the plan of the
pall-head, &c. Fig. 4. or clinched upon the opposite square. "The number of whelps seems to be
optional, but it is certain that five whelps make the greatest angle, consequently the less strength
will be required to hold on.
The chocks are sawed out of oak plank to the thickness given in the Table of Dimensions, and
shaped as in the plate. (See the Plate.) ‘The chocks at the heels of the lower whelps are the
thickest, and are bolted to the barrel in the middle as in the plate, and the pall-head is bolted to.
them. The upper chocks are kept about one inch above the surge, and. bolted through the mid-
dle. A middle chock, placed equally between the former, is sometimes, though seldom, used.
The lower chocks, excepting the pall chocks, at the heels of the upper whelps, have their un-
dersides kept up four inches from the lower end of the whelps, and the upper chocks about one
inch above the surge, shaped and fastened as those on the lower whelps. ‘The pall-chocks are
placed about three quarters of an inch above the heels, and fay close up to the chock above, and
are kept four inches within the front of the whelps ; the ends are nailed, and a small bolt is driven
in the middle. All the chocks, excepting the pall-chocks, tail into the sides of the whelps, as shewn
in the plate. )
| _ The lower end of the barrel is cut off square to the underside of the pall head, which is kept
up about three-fourths of an inch above the pall rim, allowing for the iron plate and shoulder, or
necking of the spindle, as may be clearly seen in the plate.
The iron spindle may be now let up into the lower end of the barrel as far as the shoulder.
Its axis is to stand correctly with the centre of the barrel prolonged. Over the shoulder of the
spindle is let on an iron plate that is bolted upwards with four bolts. The heel of the barrel is
then reduced to the size of the iron plate, and an iron hoop driven on overall. <A bolt is next to
be driven through the barrel, at the upper end of the spindle, as shewn in the plate.
The pall-head is composed of two semi-circular pieces of elm, sawed to the given size in the
Table of Dimensions, then trimmed straight and out of winding, and fayed close at the joints.
Tron circular plates are let in their thickness, about one inch and a half within the edge ; one on
the upperside and one on the underside, and bolted through with twelve belts, as shewn in the
390 DIRECTIONS FOR MAKING CAPSTANS AND WINDLASSES. [Boox II.
plate, observing to keep these bolt holes clear of the pall ‘and slip bolts. The pall head is next
let on the heel of the barrel, arid one inch and a quarter up the heels of the lower whelps. It
is then bolted upwards, through the lower chocks, with one bolt on each side of the bolt in the
chocks. The whole may be more clearly understood by referring to the plan of the pall head, &c.
Fig. 4. in the plate.
The trundle head is made of four semi-circular pieces of elm, sawed to the given size in the
Dimensions, then trimmed straight and out of winding, fayed close together at the middle and
joints. The joints cross each other at right angles. The holes for the bars, ten in number, are
next set off to the size given in the Dimensions, and are cut out nearly through. Each piece
is then let on and fayed to the barrel, the lower pieces admitting the head of the whelps up one
inch. The bar-holes are then cut through to the barrel. The partners being large enough to admit
the pall-head to pass in between them, the trundle head may be fastened thus ; an iron circular
plate is let in its thickness, about one inch and a half within the outer edge on the upperside,
and bolted through with one bolt between every bar-hole, as in the plan of the trundle-head in the
plate. It is then bolted to the barrel or fastened to the upper chocks as the drumhead.
The upper or drumhead is made of four semi-circular pieces of elm, sawed to the given size
in the Table of Dimensions. The upper pieces to be about one inch thicker than the under
ones. They are trimmed and put together similarly to the trundle-head. On the upper end of
the barrel is trimmed a square tenon, three-fifths of the size of the barrel, and long enough to
let. up about two inches into the upper pieces of the drumhead. Over the tenon is dr'ven an
iron hoop, about five inches broad and three quarters of an inch thick, let in flush, as represented
on the plate.
The lower pieces of the drumhead are fayed and let on to the barrel and héads of the whelps
one inch; the upper and lower pieces, are then connected together by a circular iron plate, let
in its thickness on the underside, about one inch and a half within the outer edge, and bolted
from the upperside with one bolt between every bar-hole. The bolts are saucer-headed, and are
clinched upon the plate beneath. Sce Fig. 2, or plan of the drumhead.
A circular cap of elm, about one inch and a half thick, and the diameter of the size of the
tenon, is fayed and nailed down over the centre of the drum-head. See Fig. 1, on the
plate:
Holes are bored through the drum-head, “ott four inches within the edge, in the middle of
each bar-hole, to admit a pin, which is fastened with a chain and staple near its respective
bar-hole. These pins are to confine the bars on their places.
The drum-head is confined to the barrel by bolts that are saucer-headed, and forelocked on
the undersides of the upper chocks with one bolt through every other chock. See Fig. 1, on
the plate.
The yoxe may be next fitted. It consists of five muntins; one fayed against every other
square on the barrel, below the partners. Each muntin is to be of the size given in the Table of
Dimensions, hanced away from the middle of the length to three inches thick at the head, then
thirded and bearded in front a full quarter of an inch. The heels are stepped down in the
PLE OEE SE
Cuap. VI.] DIRECTIONS FOR MAKING CAPSTANS, AND WINDLASSES; 391
trundle-head, as in Fig. 1. in the plate, and the heads reach upwards within an inch of the un-
derside of the upper deck-partners. ‘The muntins are fastened, at the upper parts, by a screw
cut eye-bolt that screws into the barrel.
Between the muntins, at their heads, is let in a collar fayed to the barrel ; the ends tail into:
the sides of the muntins, and are bolted or nailed to the barrel, as in Fig. 1. in the plate.
Capstans in East India ships are connected together at the partners by an iron spindle, having
two shanks, one let up into the upper barrel similarly to that in the heel of Fig, 1. and thé other
shank let into the lower barrel. Each is secured by a large iron cross, let in over the spindle
and into the ends of each barrel; being, also, farther secured by an iron hoop about five inches
broad and three-quarters of an inch thick, driven on overall. See Vig. 10, in the plate.
The step and partners being fitted, and the iron rim let down horizontally to the axis or middle:
line of the barrel, the capstan may be hove on board and let down into its place, and the iron
palls fitted and bolted as at Fig. 1. and Fig. 4. in the plate. Gehind the pall bolt is let in an
iron plate, to keep the pall from wearing the wood... Observe to fix the palls so that they swing
clear of the whelps.
Slip bolts, as Fig. 8, to keep the palls up occasionally, are let into the pall-head, with iron:
plates, about three or four inches from the end of the palls, and so placed as to take the ends
of the palls either way. Or, iron straps, with a hinge, as Fig. 9, to spread out occasionally,
whereon the pall may lie. These are let flush into the pall-head, and fastened with screws.
The iron rim may now be bolted down, with tarred paper under it. The bolts have counter
sunk heads, and are driven through the rim and step as at Fig. 4. and clenched underneath.
Between the bolts, within the pall groove, are fitted pieces of elm, about one inch and a half
thick in the middle, hanced away thence to half an inch at each end, and nailed through the
holes cast in the rim to receive them. They prevent the palls in falling from making a noise,
and they fall the more easily on wood. Holes are cast on the outside of the rim, one at the
sides of every pall stop, that water may not lodge in the groove.
The partners are fitted as represented in Fig. 5. in the plate, to rabbet on the coamings,
and bolted through with saucer-headed bolts, two in each piece at the ends.
In large ships the fore-jear capstan is fitted so as to lower occasionally out of the way of the:
long boat, &c. In this case it has partners fitted on the lower deck similar to those represented
by Fig. 5, into which is let up a shifting step, as in Fig. 6, supported by a pillar and two ledges,
in such a manner that the whole may be taken away, and the capstan lowered, to work in a
step provided for it on the orlop.
2. OF winpLasses. (See Plan of the Windlass, Plate 7.)
Tux body of the windlass is octagonal, and is tapered from the middle to the ends to the given
Dimensions. It is sawed from good oak timber, and the length between the cheeks is often
inone piece. But, when fitted with an iron axle or spindle in the middle, as Fig. 12, in the plate,
it must be in two pieces, The ends without the cheeks are mostly fitted, as shewn in the plate,
“w
392 DESCRIPTION OF AN IMPROVED CAPSTAN OR WINDLASS. [Boox II.
with an iron hoop driven over each end. The spindles are very accurately let into the ends and
middle of the body, that the axis of each may exactly agree in a right line. A bolt is driven
through the body of the windlass and each end of the spindle. On each end of the body is
let on and bolted a pall-hoop with teeth, as shewn, Fig. 11, on the plate. The palls, which are
of iron, are fixed against the aftsides of the pall-bitts, and fall into the teeth or notches of the
pall-hoops, so as to prevent its turning backwards when charged by the effort of the cable, &c.
at every two or three inches, as represented. Holes are then mortised along the middle, to admit
the handspecs, and each square of the body is covered with elm or fir facings between the cheeks,
on the working sidein particular. It is then suspended by its axles or spindles either in brass
rhodings, as Fig. 13, or in brass gudgeons, Fig. 16, which are bolted into a frame of oak timber
called the cheeks. ‘The cheeks are let down through the deck, and bolted to the pall-bitts, as
shewn by Fig. 11.
There are other methods of fitting windlasses, but this we recommend as the best.
3. DESCRIPTION OF AN IMPROVED CAPSTAN OR WINDLASS. BY CAPTAIN THOMAS HAMILTON, OF THE
RroYaL NAvy. (Sce Plate C.)
Tur intention in the present instance is, to demonstrate the form that a capstan should obtain,
relative to the friction of the messenger when weighing anchor.
It is generally known that, in ships of war, when heaving at the capstan, with but little strain
or resistance, there is a difficulty to hold on the messenger; and, on the contrary, when heaving
with a great strain, it is often found necessary to slacken the messenger to let it surge or rise e Up
the whelps of the capstan.
To use mechanical language, the surge or power to prevent the descent of the messenger
with three turns and a half round the capstan, is too great for the friction when applied to
little comparative weight or strain; and the surging power is too little for the friction, when
applied to a great weight or strain. |
The surge of the capstan is the angle from the perpendicular that the outline of the whelps
make; and, in our capstans, it is about 93 degrees uniformly from top to bottom, the outline of
the whelps being straight. It follows that the less that angle is, so will the surging power be
proportionally diminished, and conversely increased.
To counteract the surging power, the number of the whelps have been reduced from six to
five, forgetting that the friction or descending power is increased in the same ratio in which the
surge or ascending power is diminished ; hence the use of lifters, rollers, &c.
N. B. The lifters which are ordered for the use of the navy are, upon an average, not less than
£.20 expence for each capstan.
Four powers relative to the friction may be considered as belonging to the form or figure of
the capstan, two of which may be called ascending powers, and two descending powers.
Ist. Reducing the angle of the whelps, or approaching a cylindrical form, gives the greatest
descending power. (Fig. 1. in the Plate).
re.
Cuar. VI] DIRECTIONS FOR MAKING CAPSTANS AD WINDLASSES. 393
2nd. Increasing the friction, by reducing the number of praia! gives the second descending
power. (See Fig. 2.) .
3d. Increasing the angle of the whelps, or deviationrom a cylinder, greatest ascending
power. (See Fig. 3.)
Ath. Adding to the number of whelps, or approachity a circle, second ascending power.
(See Fig. 4).
In this plan it will be perceived that the two descendig powers are applied to the upper
part, and the two ascending powers to the lower part, of th capstan, and may be altered till the
just angle of the surge is attained ; although there is no dobt that the present angle is very near
the truth, and it was found quite sufficient in the trials mde in his Majesty’s ship Argo, where
twice avery great strain never caused the descent of th messenger an entire turn round the
circular part of the capstan. '
The following copy ofa letter, from Commodore Hallovell, an officer fully competent to judge
of the subject, will convince those, who are ignorant of mechanics, of the advantage to be de-
rived from adopting the proposed form for either a capstal or a windlass, and save much expence,
vexation, and probable mischief. rd
*
COPY OF COMMODORE HALLOWELL’s LETTER TO THE COMMISSIONERS
rei | OF THE NAVY.
“ His Majesty’/Ship Argo, in the Downs, Oct. 3ist, 1802.
‘© GENTLEMEN, ©
“ ON the first trial made at Long Reach with oir capstan and roller, when unmooring, I
observed the roller to be of no use, as the messenger jever required its assistance; I therefore
ordered it to be removed, and, in repeated trials made between Long Reach and the Downs
(having anchored six times), I am perfectly satisfied that the roller is useless with such a cap-
stan as is filled in the Argo, which is nothing more thin the old one with the lower part made
more obtuse, and filled up circular by the chocks, andthe upper part more perpendicular in the
sides, and open. ‘The alterations in the common capstan may be made without any expence,
farther than the men’s time employed in reducing the upper part of the surge, and putting the
filling pieces to the lower part, and I am certain will be approved by every person who tries
them. The rollers wiil be found of great service where capstans of the common form are used,
and, in that case, the stantion of the roller should not be so high as the one fitted in the Argo,
but just of sufficient length to allow the roller to traverse clear of the deck, which would give
more room for the turns of the messenger round the capstan, and make the support of the
roller greater. But the expence, and occasion for them, will be totally avoided by the trifling
- alteration being made in the capstan.
“Tam, &e.
“« BENJAMIN HALLOWELL.”
3E
G04 OF LAUNCHING. [Boox If.
REFERENC TO THE FIGURES IN THE PLATE.
Fig. 1, Greatest descending powe.
Fig. 2, Second descending power.
Vig. 3, Greatest descending power
Fig, 4, Second descending power. ;
Fig. 5, A, capstan as usually mad, 9° 30’ angle of the surge. . B, as fitted in the Argo, ¢ ¢,
open as usual, d, d, filled up with th chocks circular, making the lower part nearly a truneated
cone. f f,a tangent to the are g g. ¢g, arc of a circle to the chord hh and tangent f f. hh, out-
line of the whelps usually made, arl chord to the arc g g, as altered in his Majesty’s ship
Argo, |
§ 3. DESCRIPTION OF A LAUNCH, AND EXPLANATION OF THE METHOD OF LAUNCHING. (See Plate 9).
a a
Tus launch of a ship, or machinery by which she is safely conveyed into the water, after she is
completely built, is a grand piece of nechanism, and requires every consideration : as, in the
first place, to ascertain exactly with what declivity the ways may be laid, which should be
as great as possible, or according to the depth of water wherein the ship is to be launched,
and according to what height is requiied for laying the ways, so as to keep her fore foot from
Striking against the groundways. — It wil here be necessary to allow about four inches for the
settling of the ship in launching, more «r less, according to its size and,.dependence on the
ground. The planes should always cross «ach other, where possible, from one-eighth toe one quar-
ter of an inch, in every foot, in length, shat is to say, the plane made by the surface of the
sliding planks should increase so much more in their declivity than the plane made by the sur-
face of the blocks whereon she was built, The plane of the sliding planks being laid as nearly
to a straight line as possible fore or aft, and rather curving upwards, We shall here subjoin an,
account of a launch, as laid for a seventy-four gun ship.
Height from the upperside of the groundways to the underside of the false keel ; afore, two feet
eight inches ; in midships, two feet three inches ; abaft, two feet eight inches and a half,
Height from the upperside of the groundway to the upperside of the sliding planks ;, afore, -
three feet ene inch; midships, two feet four inches and a quarter; and abaft, one foot ten
mehes.
Spread of the bilgeways, ten feet.
After end of the bilgeways, afore the aftside of the stern-post, twenty-three feet.
From the aftside of the stern-post to the end of the slip, one hundred and sixty feet.
‘The method of launching with spurs, formerly practised, is now become almost obsolete, although _
it has very lately been practised in some of his Majesty’s yards; we shall therefore say but
little of that method, but speak the more fully on the method now generally practised.
Crap. VIL] OF LAUNCHING. 395
According to the old method, besides the stoppings-up, which we shall describe more fully
hereafter, three spurs were placed forward, on each side; the foreside of the foremost spur being:
fixed at four feet four inches from the fore end of the bilgeways, and the others at about four
feet distant from each other. In addition to these, was a driver forward, on each side, similar
to a spur, but standing on the fore end of the bilgeways in a fore and aft direction. ‘Towards
the after end of the bilgeways were four spurs on each side, the aftside of the after spur being
at four feet six inches from the after end of the bilgeway. At the head and heel of each spur
three bolts were driven, each of one inch and‘a half diameter, and forelocked inside.
The poppets were of fir timber, two feet two inches athwartships. ‘len were fixed forward,
and thirteen abaft.
The oak dagger-planks and fillings under them were three inches in thickness.
The daggers were of fir, each in length forty feet; in depth, one foot ; and nine inches thick.
The fore daggers were seven fect above the sliding-planks forward, and ten inches above them
at the after end; with an oak and fir dagger within and withoutside of the poppets afore and
abaft.
The ribbands on the outside of the bilgeways were eight inches square; and the play of the
tibbands, clear of the bilgeways, was two inches and one quarter.
The dog-shores were of oak; in length six feet six inches, and eight inches square. The fore-
most end of the dog-shore above the sliding-plank was one foot one inch; and the fore end was
cut off two inches and a half under from a square, and cased with an iron plate.
Each of the bilgeways was one hundred and forty feet in length, two feet six inches broad,
and two feet four inches deep. They were made with six decayed bowsprits, and had five loads
and thirty feet of four-inch East-country plank for the soles, with three loads of three-inch plank
for lining the sides. s
Bolts, of one inch diameter, ‘seventy-four in number; and nails, of seven and eight inches
’ long, six hundred weight two quarters ‘and nine pounds. |
On the plan of the forty-gun frigate, Plate 9, is represented the modern mode of Iaunching,
to this plate the reader is therefore “ss engl as upen it may be seen the plan, elevation, and
section, of the ways, &c. |
The platform on each side, made by the blocks and sliding planks, is the first thing, as we
have before observed, to be erected. Therefore, the spread of the bilgeways, which is about
one-third of the main-breadth, more or less, according to the shape of the body, and the decli-
vity, being determined, blocks are laid very nearly together, so that their uppersides shall form
a straight line fore and aft, and an horizontal surface athwartships, to the height of the under-
sides of the sliding-planks.
The sliding-planks, which should be of oak, are next fayed close down upon the blocks, the
butts giving shift to each other, and snaped. The thin part of the snape, on the upperside, is
always placed aft; so that the bilgeways may slide over without the possibility of catching. The
nails, by which ney are fastened, must be punched down one inch below the surface.
The sliding-planks must be broad enough to receive the bilgeways, and the ribbands outside
them, at least.
5396 OF LAUNCHING. © -[Boox IL.
‘The bilgeways may be now hove up upon the sliding-planks, and placed under the bilge, to
their intended spread, parallel to the middle line of the keel ; the after ends reaching at. least as
far aft as the mizen-chains, The stoppings-up are then to be provided, which may be thus:
Upon the upper surface of the bilgeways may be fayed a thickness of plank, or thickstuff, all
fore and aft; and, above that, an opening, of five or six inches, preserved for the slices next
above. In the midships, as far as is convenient, may be fayed a thickness of fir or oak plank,
to the shape of the bottom; the undersides being kept parallel to. the upperside of the plank
below. In the same manner may the stoppings-up be continued, afore and abaft, by solid pieces
of fir, oak, or elm, till the shape of the bottom would require them so deep that poppets, or
upright pieces of timber, must be fitted, as represented in the plate.
Over the heads of the poppets is fitted an oak plank, which is bolted, or nailed to the bottom;
the heads of the nails should be made very large, that they may be drawn out when the plank
is ript off. Over this plank and the stoppings-up, till approaching the flat part of the body,
cleats are nailed as a further security, to prevent the heads of the poppets from flying out. A
cleat is likewise nailed fore and aft, against the heads of the foremost and aftermost poppet.
Sometimes the poppets are set up with slices, as shewn in the draught, or are driven in tight
under the bottom with a long spar or battering-ram. ‘Then, to steady and keep the poppets
firmly together, a dagger is faced on at their heads, and one towards the heels, which are securely
nailed or treenailed to each poppet. )
The ribbands are now to be nailed and shored along the sides of the bilgeways, leaving sai
two inches room or play from the side of the bilgeway. The foremost piece of ribband is gene-
rally of oak, and is coaked down upon the sliding-planks; against which, and the cleat on the
side of the bilgeway, is fixed the dog-shore, in an inclined position, and so supported by a small
piece underneath called a trigger.
When the ship is to be launched, the whole launch, thus fitted, is generally taken down, and
the bilgeways canted out. Then the uppersides of the sliding-planks are paid with a thick coat-
ing of tallow and oil, into which soft soap is well rubbed. The bilgeways are then canted in,
and all the launch fitted up as before. At the time of launching, the greater part of the shores
may be taken away, and the ship set up as firmly as possible, by a great number of men em-
ployed in driving in the slices all fore and aft, and on each side. ,
As the tide now advances, the lower part of the slip should be paid with a thick coating of
tallow and oil. The after blocks under the keel may be then split out and cleared away; the
launch and the skeg-shores fitted ; and so on, splitting and clearing out all the blocks, in a regu-
Jar manner, till you come forward to the number of blocks intended to launch with, which may
be four or five. The caps or upper pieces of these blocks should be chiselled or wasted away at
their lower edges aft, and on their upper edges on the foreside. —LThen, when the tide has flowed
so high that there is plenty of water, the dog-shores should be knocked down, each falling in-
stantly. Then the screws, planted forward and against the bilgeways, may be ican and the
blocks, if she hangs, gradually wasted away till the ship starts,
'' That the dog-shores may fall at one instant, a contrivance has been raised sd means of two
large pigs of iron ballast, &c. one on each side, to slide down a shoot erected over each dog-
Crap. VI.) OF THE FIRE-SHIP AND BOMB-VESSEL. 397
shore. Each pig of ballast to be suspended by a rope. The two ropes may be spliced into one,
and lead down forward to any convenient place, where the builder, or person having the charge
of the launch, may cut the rope with a sharp chisel, &c. in an instant: then will the violence of
the blow from the ballast have the desired effect.
To prevent the bilgeways from spreading, they have been lashed under the keel by having
large ring-bolts forelocked through the bilgeways, one on each side in the middle, and one to-
wards each end. Several turns of lashing are then passed through the rings, and hove taught
under the keel: then, that the bilgeways may be separated when the ship is afloat, a line or
small rope is made fast to each forelock that belays the ring-bolts, and leads up into the ship;
by which means the forelocks are drawn, and the lashings, of course, become slack.
Launching shores are only used in the Royal yards; as, in private yards, all the shores are
taken away some time prior to launching. The number is, in general, six or more on each side,
close aft. Their stations at the heels being determined, they may be squared over to the foot-
wharf of the slip from the middle line of the keel: lines may thence be looked upwards to the
underside of the wale, square from the sliding-planks for their stations at the head ; observing,
that those lines represent the middle line of the shores if they taper much. Over the heads of
the shores is fayed a plank, which is well nailed and cleated: Formerly, the heels were secured
to the slip, and the shores cut away; but, lately, the heels have been secured by cleats, which
are ript up, and the shores driven away. ‘These shores are all taken away before the dog-shores
are knocked down; but there are four or five others close before these, and they may rather stand
with the ship, and forsake her as she advances in launching.
§ 4. OF THE FIRE-SHIP AND BOMB-VESSEL.
As these vessels differ very materially, in their internal construction, from all others, it becomes
necessary here to subjoin a brief description of them. ;
The FIRE-SHIP is, generally, an old vessel, peculiarly fitted up, and having its greater part
filled with combustible materials. It is fitted with sheer-hooks, to the yard-arms, and grappling
irons, for the purpose of hooking and setting fire to the enemy’s ships in battle, &c.
As there is nothing materially different in the construction of fire-ships, excepting what relates
to the fitting of that part of the ship where the combustibles are inclosed, and the apparatus by
which the fire is instantly conveyed from one part to another, and thence to the enemy ; it will
be here only necessary to describe the fire-room, and the instruments that are used to grapple
the ship or ships intended to be destroyed.
The fire-room is between decks, and is limited at the after-part by a bulk-head abaft the main-
mast, from which it extends quite forward as represented in the draught and plans of the
fire-ship, Plate 17. The train inclosed in this apartment is contained in a variety of wooden
troughs, which intersect each other as shewn in the plans and midship section, ‘These are sup-
ported, where necessary, by cross-pieces and stantions.
598 OF THE FIRE-SHIP AND BOMB-VESSEL. | [Boox IT.
On each side, are six or seven scuttles, about eighteen inches one and one foot deep, having
their lids to fall or open downwards as shewn in the midship section. |
Against every scuttle is fitted an iron chamber, which, at the time of firing the ship, blows
out the scuttle-lid, and opens a passage for the flame. Immediately under the main and fore
shrouds is fixed a wooden funnel, whose lower end communicates with a fire-barrel. Between the
funnels, which are likewise called fire-trunks, are two scuttles through the upper deck, as shewn
in the draught, plan, and midship section. ‘The flame, passing through the funnels, is
conducted to the shrouds ; and both funnels and scuttles have caps, closely fitted over in rabbets,
with lead or canvas nailed close over them, to prevent any accident happening from above to
the combustibles laid below.
The scuttles through the sides and decks not only communicate the flames to the outside and
upper works of the ship and her rigging, but likewise open a passage for the inward air, con-
fined in the fire-room, which is thereby expanded, so as to force impetuously through those
outlets and prevent the blowing up of the decks ; which must, of necessity, happen, from such a
sudden and violent rarefaction of the air as will then be produced.
In the middle of the bulk-head is a door, through which are leading troughs, whose fore ends
communicate with another trough within the fire-room laid close to this opening ; whence it ex-
tends, obliquely, through the after-hatchway to the sally-port, as shewn in the draught and
plan. At the time of firing either of the leading troughs, the flame is immediately conveyed
to the opposité side of the ship, whereby both sides burn together. .
The BOMB-VESSEL, being a ship particularly calculated for throwing bombs into a fortress,
is, of course, constructed with remarkable strength, according to the plans exhibited on Plate 18,
and is furnished with all the apparatus necessary for bombardment.
To facilitate the use of the mortar, in this vessel, it is placed in a solid carriage of timber, |
called the bed, whose different parts are strongly bolted together. By means of this it is firmly
secured in its situation, so that the explosion of the powder may not alter its direction. In the
middle of the upperside of this carriage, as represented on the plate, are two semicircular notches
to receive the trunnions; over these are fixed two very strong bands of iron, called the cap-
squares, the middle of which is bent into a semicircle, to embrace the trunnions, and keep them
fast in the mortar-bed. The cap-squares are confined to the timber-work by strong pins of iron,
called the eye-bolts, into whose upper ends are driven the keys, chained beneath them. On the
fore part of the bed a piece of timber is placed transversely, upon which rests the belly of the
mortar, or that part which contains the chamber. The elevation and plan of this piece, which is
called the bed-bolster, and used to support and elevate the mortar, are represented in the plate..
These beds are placed upon very strong frames of timber, which are fixed as on the plate.
They are securely attached to the bomb-beds, by means of a strong bolt of iron, called the pin-
tle, passing perpendicularly through both, and forelocked underneath. Thus the pintle, which
passes through the hole in the centre, serves as an axis to the bed; so that the mortar may be
turned about horizontally as occasion requires.
For all the dimensions of a bomb-vessel, see the Table of Dimensions hereafter ; parsidaliaiy
folio 18, wherein a description of many essential particulars may be found.
899
CHAPTER VII.
MISCELLANEOUS OBSERVATIONS ON IMPROVEMENTS AND PROJECTED IMPROVEMENTS; IN-
CLUDING SOME INSTRUCTIONS AND REMARKS UPON SUBJECTS IMMEDIATELY CONNECTED
WITH THE PRACTICE OF NAVAL ARCHITECTURE.
tee
§ 1. EXPLANATION OF A NEW METHOD PROPOSED FOR THE FRAMING OF SHIPS, AND OF THE BEST
« MODE OF ADOPTING IRON FASTENINGS IN THEIR CONSTRUCTION,
Ir is certainly most reasonable that, in the construction of ships, the whole frame should be
firmly connected together previous to any plank’s being brought on (as the planking should only
be a collateral security); and, in that state, its component parts should have an equal share of
strength in proportion to the resistance.
According to the present mode of building, timber of equal shift with that which composes
the frames or bends is used for the intermediate or filling timbers; and these are loose, or in
_ nowise connected together, until the plank is brought on.
It is therefore proposed that, when the ship or vessel is complete in her frames or bends, tiers
or ranges of oak scantling, eight or ten inches deep, and in and out what the frame is moulded,
shall be tailed in, from frame to frame, at the range of each deck at the side, so that the beams
may lodge thereon ; and, to have, also, one tier or range below, as in Fig, 5, Plate 8.
The beams are to come through within one inch of the outside of the timbers, and tail thereto,.
as in Fig. 7. Thus the beams will have two advantages; the impossibility of ever working off
the clamps, and longer duration, as the ends will be much less liable to rot than by the present
methods. .
Straps of iron, about four inches broad, or according to the size of the vessel, may be then
fayed and bolted between each frame, and through the fore and aft pieces, as shewn in Fig. 5,
and 7, with as many bolts through the ends of the beams as can be conveniently placed: thus
would the whole frame be connected together.
By these means the fillmg timbers would be much shorter, consequently less expensive, and
may be let in with a tenon at their heads and a Jap at their heels into the fore and aft pieces.
After the plank is worked, the beams and sides may be farther secured by hanging knees; as
lodging knees would be useless. ‘Thus, let a large chock, as thick as the sidings of the wooden
hanging knees, and as broad at the upper part as it will hold (such pieces may be obtained from
400 PROJECTED IMPROVEMENTS IN BUILDING, &C. {Book IT.
the butts of large slabs or otherwise), as represented in Fig.6. Such chock is to be fayed against
the side of the ship and side of the beam, and bolted with six bolts, as shewn in Fig. 5. and 6.
As the chock will not work broad enough to take the beam-arm of the knee, let an ekeing be
fayed on to it, as shewn in Fig. 6. and 7.
Then, an iron hanging knee, as in Fig. 6. may be let in flush, and bolted as there represented.
This sort of iron hanging knee will have two superior advantages ; that is, it will have no shut
in the crown, but need only be made from a stout iron, flat, turned round at the crown or
shoulder, consequently much stronger; and, secondly, it will hold much more than others; be-
cause, as the bolts are driven fore and aft, they cannot draw; neither, by being let flush in the
chock, will they have any tendency to work loose.
& 2. OBSERVATIONS ON THE MODE OF IMPROVING THE NAVY: ABSTRACTED FROM A LETTER
ADDRESSED, IN THE YEAR 1796, TO THE COURT OF DIRECTORS OF THE HONOURABLE EAST-INDIA
COMPANY, BY THE LATE GABRIEL SNODGRASS, ESQ. SURVEYOR TO THE COMPANY.
/
a
In the first place, I take the liberty of asserting, (and from experience,) that the East-India
Company’s ships, as now constructed, are the first and safest ships in Europe. In support of
the assertion which I have made in favour of the construction of those ships, I beg leave to state
that, of the ships built and repaired under my inspection, from the year 1757 to 1794, making
in all 989, there was only one, the Earl of Chatham, which was supposed to have foundered.
If the improvements adopted in those ships were extended to the Navy, much labour and ex-
pence would be saved to the nation. |
Upon that idea the following remarks/are founded ; but, before I proceed to enumerate the
particular circumstances which rendes thé Company’s ships superior to our ships of war, I must
be permitted to remark, with deference to the opinions of the persons employed by Government
in the department of ship-building, that radical errors appear to prevail respecting the article of
timber.
In the first place, a much greater quantity of rough timber than can be necessary, is kept in
store ; for, Imust contend, that a stock sufficient for one year’s consumption would equally serve
the purposes to which it is at present applied in any of his Majesty’s dock-yards. .
No ship was ever yet built entirely with timber that had laid to season three years, two years,
or even one year; consequently, that part of the ship which was formed of the most unseasoned
wood must be expected to decay first, and thus a progressive decay in the several parts of the
ship subjects her to the necessity of continual repairs, at an immense expence, and to the great
detriment of the service.
A second error is in the preparation of timber for service. Upon this, dtcurieg the other
point above mentioned, I cannot submit better information than the following:
Caap. VIL] PROJECTED IMPROVEMENTS IN BUILDING, &C. 401
The practice of keepmg three years stock of timber, thickstuff, plank, &c. in his Majesty’s
yards, is so obviously destructive of timber in general, and so extravagantly expensive, that
its having continued so long is next to a miracle.
Rough timber, piled together in such vast quantities as is practised in the King’s yards, and
to remain in that state for three years or more, must certainly receive much damage; but what
proportion of it may be thereby rendered unfit for ship-building I cannot exactly determine.
All converted timber, thickstuff, plank, &c. should be placed under cover, where there is a
moderate current of air, as soon as it is received into the yards.
All timbers, designed for ships’ frames, should be contracted for to be served into the yards
ready converted to their respective moulds, and the ships to be put on the stocks and com-
pletely timbered in a certain time, and to have a shed built over them (to be included in the
said contract), and to remain in that state to season, during pleasure, or until wanted, when
each ship should be completely finished by another contract. All the beams, knees, thickstuff,
plank, &c. should be provided as soon as the ship is in frame, and placed under cover, so as to
have the same seasoning. All thickstuff, plank, &c. that requires to be boiled in the kiln *, if
afterwards placed on racks, and burnt so as to exhaust the moisture occasioned by its being
boiled, and also to bring it to its round, would be of great advantage to the ships.
In building ships, the plank of the bottom, inside plank, &c. should be partially bolted on,
and all the treenail holes bored through, as soon as the plank is worked ; but no treenails driven
until the ship is nearly finished, or ready for caulking; also to have the treenails well seasoned,
before they are driven, and made of the best oak in the kingdom f,
The Commissioners of the Navy, in answer to inquiries concerning the duration of ships of
war, have given, as their opinion, that ships built in the King’s dock-yards last, on an average,
about fifteen years; and those built by contract,in the mercharts’ yards, about ten years. This
difference they impute, among other causes, to the timber used in the dock-yards being better
seasoned, and the ships a longer time in building; which last circumstance alone contributes
greatly to their duration. The merchant-builders, being employed to build ships of war, only
in cases of emergency, are often, from the urgency of the service, pressed by the Navy Board
* See the article Kitns, in Chap. I. Book I.
+ However highly we may have appreciated the professional abilities of Mr. Snodgrass, we cannot but differ from
him with regard to some of the foregoing particulars. First, with respect to keeping a certain quantity of timber in
the naval or other yards, he cannot be correct. For, every one concerned in timber must know, that it is only to be
obtained at certain times; and an opportunity missed cannot always be recalled. The naval yards, for several years
past, instead of having too great a supply by them, have not had a quantity sufficient to supply their immediate wants.
Again, it must certainly be allowed, that timber three years seasoned before it is used, would be much the better, and
last longer. It would, also, be much better to season it before converted than in the frame.
The practice of letting the sap run before the tree is felled, for the purpose of stripping the bark, makes against the
duration of timber, especially when time for seasoning cannot be allowed.
Timber piled and shedded over would remain so for seven years uninjured; and, when spread about the ground in
its rough state, with the air passing freely between, it would continue so for four years or more, unhurt; nay, it would
be the better for it.
And we can truly say, that, during a long experience, we never saw any useful timber rotting in his Majesty’s yards,
3F
402 PROJECTED IMPROVEMENTS IN BUIEDING, &C. [Boox II.
to complete them in a shorter time than is specified in the contract ; and, not having a sufficient
stock of timber on hand, they are obliged, at a short notice, to provide what ts wanted, and to
work it up before the juices are sufficiently exhausted to render it fit for use.
Government should have twenty or thirty sail of line-of-battle ships, of seventy-four datie and
upwards, constantly on the stocks, (under proper cover) nearly finished, or in such state that
they may be launched in a short time, on any emergency ; and should, under sheds, have ships
built for the Navy in private yards, in time of peace ; by which means the ships would last from
eighteen to twenty years, instead of only eleven years and three quarters, which is'said, by the
Navy Board, to be the average duration of ships of the present Navy.
OF IMPROVEMENTS IN THE CONSTRUCTION,
By making the topsides of all the King’s ships, in future, to tumble home very little, according
‘to the plans represented in Plate 8, also by siding the timbers of the frame less, and moulding
them more, would add strength to the ships, and lessen the consumption of timber*, ©
The principal causes of the frequent losses of King’s ships at sea, in case of agai storms, or
the ship’s broaching-to, appear to me as follow, viz. as . ) 3]
In the first place, the deep waist in those ships, and more especially in the c frigates and ee
of war, which occasion them to ship a great deal of water on the main-deck. u
Secondly, the ballast, water, and every thing in the hold, shifting and falling to leeward, from
want of shifting-boards, and the pillars not being properly secured to prevent the same, whereby
the ships are liable to become water-logged; and thus, before the hatches are aoe: seoured,
they may fill and founder.
Captain Inglefield’s narrative of the tots of the Centaur, of seventy-four guns, will clearly
evince that not only small ships, but all ships of war, however large, should have shifting-boards
in the hold, and the pillars better secured; and, as a further security from the guns doing da-
mage, in case of their breaking loose, I recommend substantial coamings to all the hatchways,
at least two feet above the decks, also thick pieces of oak in midships, between the hatchways,
let down upon the beams, equally well secured, and of the same height above the deck as ; the
coamings, which must prevent the guns from going farther to leeward +. .
I am confident that, if all ships had firm and flush upper decks, in place of deep waists, as
shewn in the Plate of Midship Sections, before mentioned, they would be far superior, not only
as ships of war, but also in point of safety; as it would then be almost impossible (except
through great neglect) for any ship to founder in deep water, even in the heaviest sea or the
most severe storms. I feel myself so deeply interested in this subject, that I must take the
liberty of referring to Steel’s List of Ships lost or foundered at seat, and I am persuaded that ‘:
* See also our method, described in the preceding section, for framing the timbers.
+ This would also add strength to the decks, if lapped under and connected to the head ledges.
t Iu Steel’s Nayal Chronology of the American War, and annexed to the official copy of Mr. Snodgrass’s letter.
Cuapr. VII1.] PROJECTED IMPROVEMENTS IN BUILDING, &C. 403
am rendering a service to the community by pointing out what I am certain would prevent
those fatal consequences in future.
It is many years since the keels and stems. of all the East-India ships have been rabbeted in
the middle, which is certainly safer and better than having the rabbet so near the edge, as is the
practice in the ships of his Majesty’s navy.
The sterns of ships of war should have little or no rake, in order to give an opportunity of
fighting a greater number of stern-chase guns, which cannot be done with safety where the
sterns have a great overhanging, as is the case with the ships of his Majesty’s navy. There
should be strong dead-lights to their stern-windows, and no quarter-galleries, which are not only
unnecessary in those ships, as when they are close-hauled they very much impede their sailing,
but are also dangerous (particularly in small ships) in case of the galleries being carried away ;
neither should there be any scuttles through the sides, or their tillers under the gun-decks of any
ship: there should be whole ports instead of half ports between decks, and no line-of-battle
ships should work their cables on the lower deck*.
I am of opinion that all the ships of the present Navy (1796) are too short, from ten to thirty
feet, according to their rates. If ships, in future, were to be built so much longer as to admit
of an additional timber between every port, and if the foremost and aftermost gun-ports were
placed at a greater distance from the extremities, they would be stronger and safer, /have room
for fighting their guns, and, I am persuaded, would be found to answer every other purpose
much better than the present ships; and there would be no necessity of using long thickstuff
and plank for a three-port shift in such ships, as a two-port shift would be quite sufficient.
_ The fore-masts of all the ships of the Navy are placed too far forward, from four to six feet ;
_ the ships are too lofty, abaft, and too low in midships; they would be much better and safer, if
their forecastles and quarter-decks were joined together; for, if they carry two, three, or four
tier of guns, forward and abaft, they certainly ought to carry the same in midships, as it is an
absurdity, and also a great injury to any ship, to load the extremities with more weight of
metal than'the midships; and no ships, however small, that have forecastles and quarter-decks,
should go to sea with deep waists; they certainly ought to have flush upper-decks.
_ I would construct or form all ships so as to require as little compass (alias large grain-cut)
timber as possible, and make use of no oak for orlop-beams, &c. or wherever I could substitute
fir or elm, &c. with propriety, in the room of oak. I would likewise convert all the timbers in
the ship as near to a square as possible, that no strength might be lost by reducing them too
much the moulding way, which is too frequently done, to the great injury of ships in gene-
ral’; and I would also increase the thickness of the plank of most ships’ bottoms, and rabbet the
same, and diminish the inside plank in proportion.
About twenty-seven years ago I introduced four-inch bottoms to ships for the East-India Com-
pany’s service, instead of three-inch bottoms, and there are ships of less than six hundred tons
burthen, built for that service, with four-inch bottoms, also with sheathing of three-quarters of
* Here we must beg leave to differ; for the lower the hawse-holes are placed, consistent. with convenience, the
more easily will the ship ride.
404 PROJECTED IMPROVEMENTS IN BUILDING, &C. [Boox II.
an inch thick, and coppered as usual ; whilst, on the contrary, there have been frigates of a
thousand tons burthen, lately built for Government, in Merchants’ yards, with three-inch bottoms,
and a ship of eight hundred tons with a fir bottom only three inches thick ; and there are ships
of seventy-four guns now (1796) building in those yards of eighteen hundred tons burthen, with
not more than four-inch bottoms, which ships, I presume, are intended to go to sea as usual,
without any wood sheathing.
Out of the great number of ships that have been lost, from getting on shore, or striking on
the rocks, there can be no doubt that many might have been saved if their bottoms had been
thicker when originally built, and the old ships doubled with three-inch oak plank when they re-
quired considerable repairs.
It appears to me, that continuing the practice of ¢hin bottoms tends to risk the loss of the
ships and the lives of his Majesty’s subjects, more especially if fir be taken instead of English,
Quebec, or East-country, oak plank, which may always be procured. In my opinion, no ships
of four hundred tons and upwards should have less than a bottom of four-inch oak plank; all
ships of the Navy, of eight hundred tons and upwards, should have not less than five-inch
plank; line of battle ships should have bottoms at least six-inches thick *; and all ships should
have the addition of wood sheathing. ‘The thickness of the inside plank of those ships may then
generally be reduced in proportion.
The wales and inside stuff of those ships are much too thick, which occasions an unnecessary
consumption of oak timber, as wales, &c. eight-inches thick, would be sufficient for the largest
ships in the Navy, were the foregoing alterations adhered to, and their edges rabbeted so as to
require little or no caulking. (See Midship Sections, Plate 8.)
Ships of the Navy are not sufficiently strong to carry the usual weight of metal :. upon the
whole they have plenty of timber, but are very deficient in iron to strengthen and connect the
sides and beams together +, so as to prevent their working in bad weather or in long engage-
_ments, when they usually break many of the fore and aft bolts of the knees, and the ship spreads
so as to leave the ends of the beams short of the sides. To prevent this, they should have iron
hanging-knees (with a greater number of fore and aft bolts than is customary) to all the beams
in the ship; also iron standards fayed to the decks (without sholes) between every port ; and all
old ships of the present Navy should have iron, instead of wood standards, and an additional
iron hanging knee under every beam in the ship, where there is not a standard; and also to
have diagonal braces fixed to them.- I particularly recommend diagonal braces to be fixed
from the keelson to the gun-deck clamps; six or eight pair of them well secured at each end
with iron knees and straps, which would effectually prevent their straining and working in bad
weather, in the manner they now do.
All bolts of the knees, breast-hooks, and crutches, should be driven from the inside and
* We are, however, fully of opinion, that it will be quite sufficient to give ships of 400 tons and upwards a three inch
bottom, instead of one of four inches, as recommended by Mr. Snodgrass ; of 800 and upwards, a four inch bottom, in-
stead of a five inch; third rates, a five inch bottom; and Ist and 2d rates only, a bottom of six inches.
+ Sce the proposed method of framing described in the preceding section.
~Cuar. VIT.] PROJECTED IMPROVEMENTS IN BUILDING, &¢, 405
_ clenched on the outside plank, and the bolts of all iron knees, standards, &c. should have stout
collar-heads.
Iron may be used for hanging knees and standards to all decks, for all breast-hooks, (except
the deck-hooks) riders, crutches, wing-transom and other transom knees, and for knees in gene-
‘ral. Ihave had great experience of iron for many years, and am confident that it may be used
for the above purposes in all ships of war, and other ships, to much greater advantage than wood ;
it being ous. impossible, ‘by any means, to make a ship equally strong with wooden
knees, &c. *
It is more than seventeen years since I brought into use, for the East-India ships, round-
headed rudders, (See Plate 20.) requiring no rudder-coats. Experience taught me how dangerous
the old fashioned rudder-coats were, particularly in small ships of the Navy, many of which, tf
cannot doubt, have been lost from the sea having carried away their rudder-coat.
The round-headed rudders are now universally acknowledged to be much superior, in every re-
spect, to the square headed rudders of the ships of the Navy ; and I am very anxious that these
should be introduced into all ships to be built in the King’s yards, and provided for in the con-
tracts made, in future, for ships of war to be built in Merchants’ yards.
All ships’ rudders should be short of the underside of the keel, from eighteen inches to two
feet, and should be hung in the centre, and have a round head, to work ina circle, so as to require
no rudder-coat ; and of those ships that have no-round-house, the rudder should run up, and
steer with a yoke abaft the rudder-head, above the upper deck.
Cables are, in general, very much injured by small riding-bitts-and cross pieces ; and, more
especially, from the fore part of the bitts and after part of the cross pieces not being made cir-
cular, or their edges rounded, when new. Seventy-four gun ships’ bitts and their cross pieces
are not more than twenty inches each, whereas those of the East-India ships are two feet, and
the fore part ofthe bitts and the after part ofthe cross pieces are so rounded, that the cables can-
not be in the least injured by them. Last year one East-India ship (the Woodford) had cast-
iron rollers fitted to her bows, to ease the friction of her cables, in place of bolsters or naval-
hoods +. .
All scuppers should be of cast-iron, without having any lap on the deck, or spirkitting, as
they could not then be broken by the working of the ship.
The heads and quarter galleries of all ships should be reduced, and also the great overhanging
of the sterns.
No ship should ever have what is called a “ thorough repair,” or any timbers shifted. Instead
* We cannot recommend iron hanging knees, &c. (excepting standards) to be adopted in ships of war, in preference
to those of wood, for several reasons already shewn in the course of this work. Iron knees may serve as a substitute,
when others cannot be obtained ; but, to say that iron knees are found to answer better than those of oak, must appear like
‘an insult to mechanical knowledge: because four wood knees, well grown and fastened, will be found superior to seven
iron knees of the best construction. It is, however, but justice to add, that the testimony of Captain Trollope, of the
Glatton, which was built for the India service, with all her hanging knees of iron, had been two voyages there, and was
one of those ships taken up on the emergency of Government inthe year 1795 ; and, of that of Captain Lowis, of the
Woodcot, which encountered a most dreadful storm, are certainly very favourable to iron fastenings.
+ These were tried years ago in the Navy, and found to be more injurious than useful, Eprr.
406 PROJECTED IMPROVEMENTS IN BUILDING, &C. [Boox II.
of this, their bottoms and upper works should be doubled with three-inch oak plank, from keel to
gunwale, and strengthened with iron knees, standards, and even with iron riders, if necessary ;
all of which might be done at a small expence, and ships so repaired would be stronger and
safer, and be able to keep the seas longer, in the worst weather, than any new ships in all his/Ma-
Jesty’s Navy *. |
This measure would be the means of saving great quantities of valuable straight and crooked
(commonly called compass) oak timber, which otherwise must be expended by giving ships
thorough repairs; and it should be more especially adopted with respect to such ships as have
their topsides of the absurd old fashion of tumbling-in, than which nothing can possibly be more
extravagant and ridiculous ; as many of the timbers must be much weakened by -being cut
across the grain; and such ships as have had a second thorough repair, must also be further
weakened, as the timbers are always considerably reduced in the moulding way on each repair,
and those timbers are originally much too slight: on the contrary, great advantages would be
derived from having little or no tumble-home to the sides, as it gives more room upon deck, a
greater spread to the shrouds, additional security to the masts, makes the ship iar ns a much
better sea-boat, and, in every respect, safer, stronger, and better.
It is a well known fact, that many ships have each cost nearly as much’ repairing, as two new
ships, of the same dimensions and scantlings, would cost building : perhaps this has been done
on an idea of saving timber, but certainly it is’a great mistake. .
I have made it a practice, for many years, to add iron knees under the beams to all old
ships in the Company’s service ; and, of late years, to such ships as have made three voyages. I
have frequently added an iron knee under every beam of the lower and middle decks, from the
fore-mast to the mizen-mast, where there has not been a standard. Ifhis Majesty’s ship Centaur
(although French built) and others that have foundered at sea, had been fitted in this manner,
it would have prevented their sides from separating from the ends of their beams, and, conse=
quently, might, in all probability, have prevented ‘Hote ships from foundering. ve
Indeed, I am persuaded, that the loss of most of the ships of war, and even merchant ships,
that have foundered at sea, has been occasioned by their having been insufficient in point of
strength. |
Whenever a ship is lost at sea, a strict inquiry ought to be made of the survivors, as to every
particular, in order that the cause of such Joss may be ascertained: the result of such inquiry
should be made as public as possible to the eye of observation.
Inferior timber being generally used for framing ships and docks, it is not very material as to
the quantity made use of; but, with respect to the mode of launching and docking ships in his
Majesty’s yards, I am of opinion, there is great room for improvement ; and I beg leave to ob-
serve, that few things are so obviously absurd as the old method (which is at present practised
in the King’s yards) of launching ships on a curve line, with short bilgeways and slices under
each end of them, and also with spurs; by which method it is impossible to launch any ship
* The former part of this paragraph is certainly proper and correct; the conclusion of it, however, bears evident
marks of prejudice, and is, as certainly, the reverse. Enit
Cuar. VII.) PROJECTED IMPROVEMENTS IN BUILDING, &C. 407
without hogging, and consequently injuring them more or Jess. To prevent: ships from receiy-
ing such injury, in future, 1 would recommend, that their keels be put on blocks, of sufficient
heights, so. that the ways for launching them may be laid on a straight line, with a declivity
--of nearan inch to a foot, for large ships, and of a full inch to a foot, for the smaller class of
ships. ‘To have bilgeways as usual. (But fitted without either spurs or slices, as all King’s
ships are docked after they are launched, to be coppered. A plank secured to the bottom, at
both ends of the bilgeways, to prevent the heads of the poppets from flying out, would be safer
and much better than spurs). In addition to the bilgeways, to have sliding planks, or ways in
the middle line, to receive the keel, from about fourteen feet afore the stern-post ; and, to be con-
tinued as low down as the launch is laid for the bilgeways, and of such a height as that the fore-
foot may run safely over it, and of the same declivity as the sliding-planks for the bilgeways. By
this method, it would be impossible that any ship should receive the least damage in launching ;
for, when the blocks are all split out from under the keel, the ship would be perfectly safe, and as
well supported, all fore and aft, as when they were all under, and might remain in that state
until the next spring tides, or longer, if it should be required, by want of water or any other
cause. .
The mode of docking large ships at Portsmouth, and the other naval yards, by heaving them
an end on the blocks, with tackles, when there is not sufficient water to float them in; and also of
raising them, with wedges and shores *, in order to shift their keels, false keels, &c. when re-
quired, is certainly very absurd, and the more surprising that it should have continued to this
time (1796) ; when, by taking a view of the locks, &c. on the various inland navigations in this
country, they would, at once, point out a more rational, and much easier method» of docking
large ships, and raising them on blocks of sufficient height for shifting keels, or doing any re-
‘pairs that may be wanted, without the least difficulty, by filling the docks with water, to any —
height required, by means of a reservoir, sufficiently large for that purpose ; which may be always
supplied and kept full by a steam engine or otherwise, at very small expence, and to the greatest
advantage. © BY:
If the foregoing alterations in the building and Jaunching were put into execution for ships of
war, I am certain that they would be much stronger, safer, and more durable, than the present
ships of his Majesty’s Navy; and that they would also be able to keep the seas, for years, with-
out docking. Ihave no idea of a ship of war, that is properly built, foundering, or not keeping
the seas in the worst weather. )
The fewer ships that are built for the Navy, in future, not capable of mounting seventy-four
guns and upwards, the better ; as ships of sixty-four, fifty, and forty-four guns, (upon two decks )
also small frigates, sloops, &c. consume vast quantities of oak timber, are maintained at great
expence to the nation, and are by no means proportionably serviceable.
But I am of opinion, (contrary to the ideas of some -gentlemen,) it would be for the interest
of Government, and also for that of the East-India Company, if they were to have twenty sail of
* This objection is obviated by Mr. Seppings’s plan of blocking ships, described in the next section, and now practised
in his Majesty’s yards.
408 PROJECTED IMPROVEMENTS IN BUILDING, &C. [Book II.
ships built for the China trade (when new ships are wanted) that may be capable of fighting sixty-
guns, with a cargo on board them *. They might carry eighteen pounder guns on their mid-
dle decks, and six or nine pounder guns on their upper decks; and, when deeply laden, would be
able to keep their lower tier of ports open longer than any ships in his Majesty’s Navy. Such ships
being more defensible, would require a less number of ships of war to protect them, which would
save the vast expence of convoys, and of ships being stationed in India, &c. in time of war: it
would also be a great saving of oak timber, as the swift decay of ships stationed in India is very
evident, and is a matter that ought to be particularly attended to.
I am farther of opinion that, if the Company were to carry on their trade, in general, in large
ships, they would not be so destructive to the growth of oak timber as small ships ; for, if two ships
were to be built, of six hundred tons each, and one of twelve hundred tons, it would be*found
that the former (two) had consumed near three-fourths more, in number, of oak trees, than the
latter ; consequently, the small ships would increase the consumption of young growing timber
trees, and tend greatly to prevent the growth and supply of large timber.
I have found, on inquiry, that oak timber, under forty feet meetings, has increased in price,
since the year 1771, about fifteen shillings per load ; whereas, timber of sixty feet meetings has
increased only five shillings per load, which is a proof there has been a greater demand for small
timber than for large ; and, if the consumption of the former continues to be greater, it will (unless
proper precautions are taken) ultimately cause a scarcity of the latter.
I would farther recommend that, whenever a peace shall take place, all those ships that were
contracted for; or built for the East-India Company’s service, and purchased by Government,
should be returned to be employed in that service again ; which would be the means of saying a
great quantity of oak timber.
I am confident, that the surveyors of the Navy may form such bodies for line of battle ships as
would answer equally well for trade in time of peace, and such ships may be lent out to be em-
ployed in the East-India Company’s service as merchant ships +. This measure would not only
save an immense consumption of oak timber, give further time for improving the King’s forests,
and prevent the ships from rotting in the harbours, but would also save the public the usual ex-
pence of repairs, ana they may be returned to Government when required.
In my opinion, a great deal too much has been said in favour of French ships. I cannot, myself,
see any thing worthy of being copied from them but their magnitude, they are, in other respects,
much inferior to British ships of war, being slighter and weaker ; in general, draw more water,
and they likewise commonly exceed the old ships of the present Navy in the absurd tumble-home
of their topsides. It must appear very extraordinary, that there are several line of battle ships
and large frigates now building (1796) for Government from draughts, copied from those ridiculous
ships.
* See draught of the East-Indiaman, Plate 20.
+ Here we again differ. For those gentlemen, while uncontrouled, can give, and have lately given, several instances of
their superior judgment in this respect ; of which such proofs exist as to render any argument, which we could advance
upon the subject, useless.
Cuap. VIL.] NEW METHOD; OF DOCKING SHIPS. 409)
§ 3. EXPLANATION OF MR. SEPPINGS’S NEW METHOD OF DOCKING SHIPS.
Amone other improvements, relating to shipping, which haye beem recently, made known to the
public, that of docking ships on the blocks, ingeniously contrived by Robert Seppings, Esq.
master builder of his: Majesty’s yard at Chatham, is worthy of a particular description.
Formerly, ships docked for repair required considerable expence, time, and labour, to raise, lift,
or support them, whilst the blocks were split out and cleared away: from under the keel, in order
to. examine or replace whatever might require shifting. The expence was not only incurred by
fixing a great number of additional shores, which.consumed' a great quantity of fir timber, but
much labour and time were also required to perform the task; for each shore required! a man to
drive in the wedges necessary for lifting so weighty a body.
The present plan, of which the figures are represented on Plate 8, is superior in every respect,
as it is not only simple in its.operation, but perfectly safe and lasting in. its duration.
Figure a in the plate, represents the upper block, formed of wood, and cased with iron, which
is fastened on its upper and under sides as shewn. by the ticked lines.
b, b, Wedges of cast iron.
c, Plan of the upper block, with an iron bolt. through each end, by which it may’ be easily: re-
moved.
d, d, Plan of the wedges. _
e, e, The lower block, cased with iron on its upperside, as ticked.
F, g, Plan and elevation of the battering ram, for driving the blocks in and out, as required.
The ticked lines under the wheel, in figure g, represent iron: plates, let in flush with the weod,
to prevent. its wearing ; and: the dark shade over the ends represent casings of iron for the same
_ purpose.
By this plan no waste of timber will be made; for the ship being shored only to. support
her, the blocks. may be readily removed by loosening the iron wedges } 6, and removing the
upper block a; which is easily done by means of the iron bolt at each end.
The lower block, ¢ e, may be of any depth, according to what height the ship is intended
to be brought in upon; or, according to any additional number of blocks which may be placed
under it.
The blocks being placed as usual, that is to say, straight and out of winding, to the given
height, and the ship settled thereon, the iron wedges b, b, may, where. required, be driven in
tight by the battering ram, and the ship will be lifted accordingly.
The ropes through the sides of the battering ram, marked h, h, h, h, are fixed in, that such
additional strength may be applied as may be found necessary for driving in or out the iron
wedges.
The experiment was first tried, in the year 1801, on the Canopus, of 84 guns, in Plymouth
Dock; and it appears that, by this simple eperation, forty men can, in twelve hours, perform as
much as used, on the old principle, to occupy 300 men for nearly three days; and, although some
ships, on the old plan, have settled from eight to ten inches, the Canopus, by this new method,
settled not so much as half an inch.
5G
A10 REMARKS UPON A SHIP’S HOGGING, [Boox II.
§ 4. SOME REMARKS UPON A SHIP’S HOGGING; AND THE MEANS OF PREVENTION.
Wuen it is said, that the pressure of water upon the immersed part of a vessel counterbalances
its weight, we suppose that the different parts of a vessel are so firmly connected together, that
the forces which act upon its surface are not capable of producing any change ; for we may ea- -
sily conceive that, if the connection of the parts were not sufficiently strong, the vessel would be
liable either to be broken, or to suffer some alteration in its figure.
The celebrated Euler has supposed a vessel to be acted upon by several forces as in the
figure a b, which, if acted upon by the forces or weight, ¢, f, acting,
downwards, and c d, the pressure of the water, actmg upwards, may
be maintained in equilibrio, provided that the vessel has a sufficient
degree of strength ; but, so soon as it begins to give way, we see that
it must bend in a convex manner, since its middle would obey the
forces c and d, acting upward, whilst its extremities would be actually
forced downwards by the forces or weights e and f.
aeoesweneeseurrereseees.. 0 E
| a enka RE Venn
Vessels deficient in strength are generally found in such a situation; and, since similar effects
continually act whilst the vessel is immersed in the water, it has as happense but too often that the
keel has experienced the bad effect of a strain.
This case, which is called Hogging, has been seen in many vessels; and has arisen from want
of strength in their component parts as well as disarrangement in the stowage.
Many long, deep, straight floored vessels, too slightly built, have been found to hog, owing to
the great upward pressure of the water upon the broad part of the bottom; and it has been
found that, the longer and larger ships are, the more easily have their bottoms bent or hogged,
even when the stowage has been correct ; and much more so when it has been unequally distri-
buted towards the head and stern.
Ships deeply laden, with very heavy cargoes or materials nearly amidships, have, on the con-
trary, been sometimes found to sag downwards, in proportion as the weight of the cargo has ex-
ceeded the upward pressure of the water.
But, according to the present practice of building in Great Britain, these disadvantages are
little to be feared ; although, in a less advanced state of the art, they were frequently found in
British vessels, and are still as frequently found in vessels of foreign construction ; many of the
latter being of too small scantlings and too slightly constructed. Even sharp built vessels of this
country, upon the present construction, are seldom found to hog ; and we presume that no vessel
constructed agreeably to the Table of Dimensions and Seinen, given hereafter, will be found to
do so. But it is to be particularly observed, that these dimensions, with respect to the strength
of the body, will not admit of diminution ; and this observation is the principal object of the
present remarks upon the subject.
If, however, the relaiive dimensions be changed ; and, if the length be increased, as recom-
mended in some cases, in order to produce an increase in the velocity, or if the ship is intended
Cuap. VIL.) OF RECOVERING FOUNDERED AND STRANDED SHIPS. ALL
to be laden with very heavy materials, as lead, &c. the strength may be proportionably increased
by enlarging ‘the scantlings of the thick-stuff at the joints of the timbers, &c. and adding the
braces, and bilge-keels as represented in midship sections, Fig. 1, and 2, in Plate8. They may,
likewise, be farther strengthened by additional keelsons,
§ 5. ON THE MEANS OF RECOVERING STRANDED AND FOUNDERED SHIPS.
1. AN ACCOUNT OF A METHOD FOR THE SAFE REMOVAL OF SHIPS THAT HAVE BEEN DRIVEN ON SHORE
AND DAMAGED IN THEIR BOTTOMS. BY MR. WM. BARNARD, SHIPBUILDER, OF DEPTFORD.
(From the Philosophical Transactions.)
Ow the shores of this island, distinguished for its formidable fleets and extensive commerce, and
so particularly situated, there must necessarily be many shipwrecks: every hint by which the
distress of our fellow creatures may be alleviated, or any saving of property made to individuals
in such situations, should be communicated for their good. As the members of the Royal So-
ciety have it in their power to make such hints most universally known, I have been induced,
from their readiness to receive every useful information, to lay before them a particular account
of the success attending a method for the safe removal of ships that have been driven on shore,
and damaged in their bottoms, to places (however distant) for repairing them; I hope, therefore,
that they will excuse the liberty I have taken in presenting this to them. Should the Society
honour me by recording it, it will make me the most ample satisfaction for my attention to it,
and afford me the greatest pleasure.
On January the Ist, 1779, in a most dreadful storm, the York East Indiaman, of eight hun-
dred tons, homeward bound, with a pepper cargo, parted her cables in Margate Roads, and was
driven on shore, within one hundred feet of the head, and thirty feet of the side, of Margate
Pier, then drawing twenty-two feet six inches water, the flow of a good spring tide being only
fourteen feet at that place.
On the 3rd of the same month I went down, as a ship-builder, to assist, as much as lay in my
power, my worthy friend Sir Richard Hotham, to. whom the ship belonged. I found her perfect-
ly upright, and her sheer (or side appearance) the same as when first built, but sunk to the
twelve feet water mark fore and aft in a bed of chalk mixed with a stiff blue clay, exactly the shape
of her body below that draught of water; and, from the rudder being torn from her as she
struck in coming on shore, and the violent agitation of the sea after her being there, her stern
‘was so greatly injured as to admit free access thereto, which filled her for four days equal to the
flow of the tide. Having fully informed myself of her situation and the flow of spring tides,
and being clearly of opinion that she might be again got off, I recommended, as the first neces-
sary step, the immediate discharge of the cargo ; and, in the progress of that business, 1 found
the tide always flowed to the same height on the ship ; and, when the cargo was half discharged,
and I knew the remaining part should not make her draw more than eighteen feet water, and
while I was observing the water at twenty-two feet six inches, by the ship’s marks, she instantly
412 OF RECOVERING FOUNDERED AND ‘STRANDED SHIPS. [Book If.
lifted to seventeen feet eight inches, the water and air being before excluded by her ‘pressure on
the clay, and the atmosphere acting upon her upper part, equal to six hundred tons, ‘which is the
weight of water displaced at the difference of those two draughts of water.
The moment the ship lifted, I discovered that she had received more damage than was at first
apprehended, her leaks being such as filled her from four to eighteen feet water in one hour and a
half. As nothing effectual was to be expected from pumping, several scuttles or holes in the
ship’s side were made, and valves fixed thereto to draw off the water to the lowest ebb of the
tide, to facilitate the discharge of the remaining part of the cargo; and, after many attempts,
I succeeded in an external application of sheeps’ skins, ‘sewed on a sail and thrust under the bot-
tom, to stop the body of water from rushing so furiously into the ship. This business -effected,
moderate pumping enabled us to keep the ship to about six feet at low water, and by a vigorous
effort we could bring the ship ‘so light as (when the cargo should be all discharged) to be easily
removed into deeper water. But, as the external application might be disturbed by so doing, or
totally removed by the agitation of the ship, it was absolutely necessary to provide some perma-
nent security for the lives of those who were to navigate her to the River Thames. — I then re-
commended, as the cheapest, quickest, and most effectual plan, to lay a deck in the hold, as
low as the water could be pumped to, framed so solidly and securely, and caulked so tight as to
swim the ship independent of her own leaky bottom.
Beams of fir timber, twelve inches square, were placed in the hold unden-e every lower-deck
beam in the ship, aslow as the water would permit ; these were in two pieces, for the conveni-
ence of getting them down, and also for the better fixing them of an exact length, and well
bolted together when in their places. Over these were laid long Dantzick deals of two inches
and a half thick, well nailed and caulked. Against the ship’s side, all fore and aft, was well
nailed a piece of fir, twelve inches broad and six inches thick on the lower, and three inches on
the upper edge, to prevent the deck from rising at the side. Over the deck, at every beam,
was laid a cross piece of fir timber, six inches deep and twelve inches broad, reaching from the
pillar of the hold to the ship’s side, on which the shores were to be placed to resist the pressure
of the water beneath. On each of these, and against the lower-deck beam, at equal distance
from the side and middle of the ship, was placed an upright shore, six inches by twelve inches,
the lower end let two inches into the cross piece. From the foot of this shore to the ship’s side,
under the end of every lower-deck beam, was placed a diagonal shore, six inches by twelve, to
ease the ship’s deck of part of the strain by throwing it on the side. An upright shore, of three
inches by twelve, was placed from the end of every cross piece to the lower-deck beams at the
side; and one of three inches by twelve on the midship end of every cross piece to the lower-
deck beam, and nailed to the pillars in the hold. ‘Two firm tight bulkheads or partitions were
made as near the extremes of the ship as possible. The ceiling, or inside plank of the ship, was
very securely caulked up to the lower deck, and the whole formed a complete ship with a flat bot-
tom within side to swim the outside leaky one; and that bottom being depressed six feet below
the external water, resisted the ship’s weight above it, equal to five hundred and eighty-one tons,
and safely conveyed her to the dry dock at Deptford.
Since I wrote the above account, I have been desired to use the same method on a ghee
Cuapr. VII.) OF ‘RECOVERING FOUNDERED. AND STRANDED SHIPS. 413
ship stranded near Margateon thesame day as the York East Indiaman, and swim her to Lon-
don. As thisship is about two hundred and fifty tons, and the execution of the business some-
thing different from what was practised with regard to the large ship, I hope it will not be
thought improper to describe it.
As this ship’s bottom was so much injured, having lost eight feet of her stern-post and all her
keel, several floor timbers being broke, and some of the planks off her bottom, (so as to leave a
hole big enough for a man to come through,) several lower-deck beams being likewise broken, and
all the pillars in the hold broken and washed away ; I thought it necessary to connect, in some de-
gree, the shattered bottom with the ship’s. decks, not.only to support the temporary deck by which
she was to swim up, but to prevent the bottom’s being crushed by the weight of the ship when
she was put upon blocks in the dry dock : to effect which, after | had put across twelve beams of
fir, six inches by twelve, edgeways, one under every lower-deck beam: of the ship, and well
fastenedithem to the ship’s side, I placed two upright pieces to each beam, of six inches by
twelve, securely bolted to the sides of the keelson, and scored six inches under the ship’s lower
deck beams, .and three inches above the beams of the temporary deck, and well fastened to each :
then the deck was laid with long two-inch Dantzick deals, and well nailed and caulked ; the ship’s
inside plank was well caulked up to the lower deck. A piece of fir, of twelve inches broad and
two inches thick on the upper, and four inches on the lower, edge, was well nailed to the ship’s
side, all fore and aft, and well caulked on both edges to prevent the side of the deck from Jeak-
ing, or being forced up by the pressure of the water against the deck, a two-inch deal.or cross-
piece was laid over every beam from the ship’s side to the uprights at the middle line; then, at
equal distance from the side and middle.line, pieces of six inches square, as long as could be
gotten down, were put all fore and aft.on both sides, scored two inches over every cross piece,
and well bolted through the cross piece and deck, and into the firbeams. From this fore-and-aft
piece or ribband to the ship’s side, and from it to the uprights in the middle, were placed two
rows of diagonal shores, six inches square, the heels of which were securely wedged against ‘the
fore-and-aft piece orribband, which afforded sufficient support to the temporary deck without any
other shores. Iwo bulkheads or partitions were built, as far as the foremast forward, and mizen-
mast. aft, well planked, shored, and caulked, to resist the water. As decks laid in this manner,
andinso much hurry as the time of low water requires, will of consequence leak in some de-
gree, and as that leakage, washing from side to side, will cause the ship to lay along, I fixed a
two-inch deal, twelve inches broad, edgeways, all fore and aft at the middle line, and well
caulked it, to stop half the water on the weather or upper side, when the ship should incline
either way, which not only made her stiffer under sail, but facilitated the pumping out the water
made by leaks in the deck.
This deck was sixty-three feet long and twenty-three feet broad, and was laid at five feet five
inches above the bottom of the keel, or four feet above the top of the floor timbers, and swam the
ship at twelve feet five inches water, resisting two hundred and sixteen tons, and containing under
it one hundred and twenty-four tons of water, which, pressing against the under side of the tem-
porary deck, acted as ballast, and brought her safely into the dry dock at Deptford, from the most
dangerous situation possible, being partly within and partly without Margate Pier, where she had
A4l4 OF RECOVERING FOUNDERED AND STRANDED SHIPS. {Book IL.
been left by some Ramsgate men, who had undertaken to remove her from the place where she
was stranded to a safer one within Margate Harbour.
2. ACCOUNT OF THE METHOD USED IN RECOVERING THE DUTCH FRIGATE AMBUSCADE, OF 32 GuNs, ~
SUNK NEAR THE GREAT NORE. BY MR. Jos. wWHIDBY, Master Attendant of his Majesty’s Yard
at Sheerness.
(From the Philosophical Transactions.)
Art eight o’clock in the morning of the 9th day of July, 1801, the Dutch frigate Ambuscade
left her moorings in Sheerness Harbour, her foresails, topsails, and topgallant sails being set, with
the wind aft, blowingstrong. In about thirty minutes she went down by the head near the
Great Nore; not giving the crew time to take in the sails, nor the pilot or officers more than
four minutes notice before she sunk; by which unfortunate event twenty-two of the crew were
drowned. ?
This extraordinary accident was owing to the hawse-holes being extremely bia and low, the
hawse plugs not being in, and the holes being pressed under water by a crowd of sail on the ship,
through which a sufficient body of water got in, unperceived, to carry her to the bottom.
The instant she sunk, she rolled over to windward across the tide, and lay on her beam ends;
so that, at low water, the muzzles of the main-deck guns were a little out of the water, and
pointed to the zenith, with 32 feet of water round her. |
The first point I had to gain was, to get her upright. Before I could accomplish it, I was
obliged to cut away her foremast and main topmast; which had no effect, until the mizen mast
was also cut away; she then instantly lifted her side, so that at low water the lee railing on the
quarter-deck was visible.
By proceeding in this manner, the first part of my object was obtained, with a secured main-
mast and all its rigging, to enable me, should I be fortunate enough to weigh the ship, to lighten
her with the greatest possible expedition.
The ship being in the forementioned state, gave me an opportunity, the next low water, to el
out her quarter, forecastle, and some of her main-deck, guns, with a variety of other articles.
I next proceeded to sling her; which was done with two nineteen-inch cables, divided into
eight equal parts. The larboard side of the ship being so much higher than the starboard, ena-
bled me to clench each of the ends round two of the ports, excepting one that was clenched
round the main-mast ; and, with great difficulty, by long rods and diving, I got small lines rove
through four of the ports on the starboard side, by which means I got four of the cables through
those ports across her deck, which were clenched to the main-mast and larboard side, haying four
ends on each side completely fast, at equal distances from each other. I brought the Broeder-
scarp, of 1063 tons burthen, out of the harbour, which received the four ends on the starboard
side ; also four lighters, of 100 tons each, which took in the other four ends on the larboard side,
over their bows. All the eight ends were, at low water, hove down with great power, by a pur-
Cuar. VII.] OF DRIVING AND DRAWING SHIPS’ BOLTS. Ald
chase lashed distinctly on each of them. I then laid down two. 13-inch cables, spliced together,
with an anchor of 24 cwt. in a direction with the ship’skeel. On the end of the cable next the
frigate a block was lashed, through which was rove a 9-inch hawser, one end of which was
made fast to the ship; the other end was brought to a capstan on board the Broederscarp, and
hove on it as much as it would bear, with an intention to relieve the frigate from the powerful
effect of cohesion. This had so far the desired effect that, at about half flood, I perceived the
ship te draw an end and swing to the tide; and all the slings were considerably relieved. At
high water she was completely out of her bed. At the next low water I hove all the purchases
down again. At half flood she floated; and the whole group drove together into the harbour, a
distance of three miles, and grounded the frigate on the west side of it. It took me two tides more
to lift her on the shore, sufficiently high to pump her out; which was then done with ease, and
the ship completely recovered, without the smallest damage whatever either to her bottom or her
sides. :
Ido not apprehend that there is any thing new in the mode which I adopted in weighing the
- Ambuscade, excepting the, idea of removing the effect of cohesion, by the process before de-
scribed ; and I have every reason to think that, if the same principle had been acted on in the
attempt made to weigh the Royal George, it would have succeeded.
§ 6. DESCRIPTION OF MACHINES FOR DRIVING AND DRAWING SHIPS’ BOLTs, &c.
( From the Transactions of the Society for the Encouragement of Arts, &c.)
1. DESCRIPTION OF AN IMPROVED METHOD OF DRIVING BOLTS INTO SHIPS. BY MR. RICHARD
PHILLIPS, OF BRISTOL. (See Plate I, Figures 1 to 4.)
Mr. Ricnarp Puiturrs, of Bristol, in several letters sent to the Society; states, that he had in-
vented a method of driving copper bolts into ships without splitting the: heads or bending them ;
and that, by means of tubes, contrived by him for the purpose, this could* be effected without
difficulty, and had been satisfactorily executed in the presence of severai of the principal ship-
builders of Bristol. .
A certificate accompanied these letters, from Mr. William James and Mr. Samuel Hast, ship-
builders, and also from Mr. George Winter, of Bristol, testifying that they had tried the experiment
of driving copper bolts through the jointed cylinder invented by Mr. Phillips ; and that they
so far approve of it, that they mean to adopt the general use of them, for driving bolts in all
directions, particularly on the outside of ships, whether iron or copper; as this method not only
prevents the bolts from bending, but keeps the heads from splitting, and enables the bolts to be
driven much tighter than by any other means with which they are acquainted. They further
add, that, by the application of Mr. Phillips cylinder and punch, a copper bolt which had
been crippled at the edge of the hole, and which could not be started by a mall, went up with
ease in a perpendicular direction in the flat of a ship’s bottom, not four feet from the ground.
416 OF DRIVING AND DRAWING SHIPS’ BOLTS. - § [Boox Ik.
The same facts were also certified by Mr. Thos. Walker, and Mr. J. M. Hillhouse, of Bristol,
who add their opmion, that the adoption of this! invention, in the different dock-yards, of the
kingdom, will prove very advantageous. :
The imstrument. employed for driving the bolts consists: of a: hollow tube, formed. from: separate
pieces of cast iron, which are placed upon the heads of each other, andi firmly, held. thereto. by
iron circles of rings over the joints: of the tube. The lowest ring is pointed, to keep, the tube
steady upon the wood. ‘The bolt having entered into the end of the hole bored in the wood, of
the ship, and completely covered by the iron tube; is driven forward within the cylinder by an
iron or steel punch, placed against the head of the bolt, which punch is struck by a malk: and,
as the bolt goes farther into the wood, parts of the tubes are unscrewed. and, taken off, till the.
bolt is driven home into its place’up to the head,
The tubes are about five inches in circumference, and will admit, a bolt of seven-eighths of an
inch in diameter. )
REFERENCES TO THE PLATE.
Fig. 1. A, the copper bolt, with one end entered into the wood, previous to fixing the tube.
B, a piece of timber, or ship’s side, into which the bolt is intended to be driven.
Fig. 2. C,C, C, C, the parts of the iron tube, fastened together, ready to be put on the bolt A.
D, D, D, D, D, iron or brass rings, with thumb-screws, placed over the joints of the
tube, to hold them firmly together.
E, E, E, E, E, the thumb-screws, which keep the rings and tubes firmly in their proper
places. . |
F, two points formed on the lower ring: they are to. strike into the timber, and to
enable the tube to be held firmly in its place.
Fig. 3. shews the separation of the parts of the tube,-which is effected by slackening the thumb-
screws and rings.
To put them together, you slide the rings. over the joints, placed as. closely as
possible ; then, by tightening the thumb-screws, you will have them firmly together, —
and may continue the tubes to any length, from one foot to whatever number may
be required.
Fig. 4. G, H, two steel punches or drifts, to. be placed on the head of the. copper bolt within
the tube whilst driving. The blow given upon. the punch, drives. forward the
bolt. The shortest. of them should be used first, and, when driven. to its head,
should be taken out of the tube, and the longer punch. applied. in, its place.
Tux Instrument represented by Fig. 5. on Plate r. is a socket punch, the hollow part of
which, being firmly held over the head of a bolt, whilst driving, will, generally, in skilful hands,
be found to answer the purpose of Mr. Phillips’s machine.
Cuap. VIL} OF DRIVING AND DRAWING SHIPS’ BOLTS. 417
Q,. DESCRIPTION OF A MACHINE, INVENTED BY MR. WM. HILL, FOR DRAWING BOLTS OUT OF SHIPS.
(See Plate 1, Figures 6 and 7.)
First, the use of this machine is to draw the keelson.and dead-wood bolts out, and to draw the
knee of the head bolts.—Secondly, the heads of the keelson bolts heretofore were all obliged to
be driven through the keelson, floor timbers, and keel, to get them out: by these means the
keelson is often entirely destroyed, and the large hole that the head makes materially wounds
the floors; and, frequently, when the bolt is much corroded, it scarphs, and the bolt comes out
of the side of the keel.—Thirdly, the dead-wood bolts, that are driven with two or three drifts,
are seldom or never gotten out ; by which means the dead-wood is condemned, when some of it is
really serviceable.—Fourthly, in drawing the knee of the head-bolts, sometimes the knee starts
off, and cannot be gotten to again, but furs up, and with this machine may be drawn in; for it
has been proved to have more power in starting a bolt than the mall.
In Fig. 6. AA represent two strong male screws, working in female screws near the extre-
mities of the cheeks, against plates of iron EE.—CC is the bolt to be drawn; which, being
held between the chaps of the machine at DD, is, by turning the screws by the lever B forced
upwards out of the wood or plank of the ship. F F are two dogs, with hooks at their lower ex-
tremities; which, being driven into the plank, serve to support the machine till the chaps have
got fast hold of the bolt. At the upper part of these dogs are rings passing through holes in a
collar, moveable near the heads of the screws.
- Fig. 7. is ‘a representation of one of the cheeks as separated from the other.
This machine was first tried in his Majesty’s yard at Deptford, and was found of the greatest
utility.—First, it drew a bolt that was driven down so tightly as only to go one inch in sixteen
blows with a double-headed mall, and was well clenched below: the bolt drew the ring a con-
siderable way into the wood, and wiredrew itself through, and left the ring behind.—Secondly,
it drew a bolt out of a frigate’s dead-wood that could not be gotten out by the mall. That part
of it which went through the keel was bent close up to the lower part of the dead-wood, and the
machine drew the bolt straight, and drew it out with ease. It also drew a keelson-bolt out of
the Stanley West-Indiaman, in Messrs. Wells’s yard, at Deptford; which, being a bolt of two
drifts, could not be driven out.—These instances are sufficient to shew the great powers and uti-
lity of the machine.
_ The machines are formed of two sizes ; the length of the arms or cheeks of the larger is about
two feet nine inches, and of the smaller ae eighteen inches. ‘The jaws or stouter parts are
about seven inches deep, and about three inches substance in the thickest part.
The small ends, in which the serews work, are about three inches and a half broad, and two
anches thick,
The screws are about one and three quarters or two inches in diameter, and about two feet in
Jength. The heads are globular, and at iaciatd lange to admit of a hole for a lever about one
inch in diameter.
3H
418 OF DRIVING AND DRAWING SHIPS’ BOLTS. _ [Boox II.
The dimensions of the smaller machine; or that of eighteen inches long, are, of course, in the
same proportions.
3. DESCRIPTION OF A MACHINE FOR DRAWING BOLTS IN AND OUT OF SHIPS.
BY CAPT. WM. BOLTON, R.N.
In an introductory letter, Capt. Bolton observes, that one of the premiums of the Society is for
driving bolts, but he hopes that drawing them in will be successful. And, that he flatters him-
self his method of drawing them out will be found an improvement upon any plan hitherto
offered for that purpose, as the machine can be easily worked, in very little room, and will
generally bring the bolt out uninjured.
The machine consists of a frame (Plate 1. Fig.8.), supporting a cylindrical female screw tube.
On this tube is mounted a wheel, with teeth adapted to an endless screw, fitted to the frame,
and worked by a handle.
AAAAAA (see the plate) represent the frame of the machine. B, a cylindrical tube,
having a female screw in the inside. C, a wheel with teeth, attached to the cylinder B. D, an
endless screw, adapted to the wheel C. E, handle of the winch. F, the bolt drawing out,
G, G, blocks to support the frame. H, a hollow piece of steel, having on its outside a male
screw, whose threads work within the female screw in the cylinder B: to this piece of steel the
bolt is to be rivetted. I, a semicircular piece of steel, which is to be introduced into the notches
on H, when a similar notch has been cut in the head of the copper bolt, which, by this means,
is prevented from turning in H, while drawing K, the bolt, as prepared to receive the machine.
L, a steel bar, somewhat smaller than the bolt to be drawn, having at one end a male screw a,
and at the other end another male screw, that fits into the female screw in B. M, a section of
a male screw, having a square hole, larger than the bolt.. N, a bolt, with a male screw at one
end, ready to be drawn in.
To draw the Bolt out.—The head of the bolt must be cut off, and a hole made in the timber,
big enough to receive the male screw H, which is put over the bolt; a slit is then to be made, —
either by a saw or cold chisel, in the head of the bolt, to receive the key I, which corresponds
to the slit in H; and the head of the bolt is then to be rivetted, as firmly as possible, upon H,
The cylindrical tube B is then to be screwed on, turning the whole machine round, till it can
be done no longer, when the endless screw is to be used. If the machine is of a proper strength,
and the rivetting well done, the power is such as to extract the bolt or break it ; but, generally,
it will be drawn out uninjured.
To draw Bolts into Ships—It will be necessary to have a bar L, which I recommend to be
made of steel, long enough to pass from the inside to the outside of the ship, and somewhat
smaller than the Copper bolt intended to be drawn in: this may be called a Conductor. On one
end should be a male screw a. The bolt to be drawn in should be tapped at one end, to
receive the male screw a on the conductor: at the other end should be another male screw, that
fits into the female screw in B; after which, the operation is the same as drawing a bolt out,
Cuap. VII} . OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 419
and the machine should be applied accordingly. When the bolt arrives at its destined place, it
may be secured on the inside, by a nut, which is as good a way of fastening as clenching, and
much more expeditious.
This machine, though only of the height of eighteen inches, will draw bolts in or ouf, of any
length; for, after the bolt has risen to the top of the tube, it will only be necessary to screw the
machine back, and follow up the work with blocks of timber, as represented in the figure.
If the upper part of the hole in H be made square, larger than the round hole, as shewn at
M, and the head of the bolt rivetted into it, it will do away the necessity of the key I, render
the machine less complicated, and save much time and trouble.
4. ‘DESCRIPTION OF A NAIL AND BOLT DRAWER. BY MR. WM. RICH, OF YALDING.
(See Plate 1. Fig. 9.)
Tue annexed plate and description will shew the form of this tool, which has been found of
considerable use to workmen concerned in breaking up ships, and in other employments where
large nails or spikes have been echt driven into wood, and it has become necessary to ex-
tract them.
The figure on the plate represents the nail-drawer in the action of extracting a spike; where
AB shews the piece of timber, C the nail or spike to be drawn, D E the shape of the tool, con-
sisting of a lever D, moving on a solid part, in form of the segment of a circle, at E; a square
staple F turns on a centre at G, and the spike to be drawn being held between the end of the
lever and the staple, any pressure at D acts with an effect proportional to the distance aF and
Da, and consequently enables the workman to exert a very great force against the spike C.
§ 7. OBSERVATIONS UPON TIMBER, WITH RULES FOR ITS ADMEASUREMENT AND CONVERSION,
Havine, in the foregoing Chapters of this Book, laid down and explained whatever is necessary
to be understood in the laying-off of a ship on the mould-loft floor, and shewn the methods by
which all the moulds may be made, in order to convert the timber into its proper shape ; we shall.
now proceed to lay down a few observations and rules for the admeasurement of timber, so that
the student may become acquainted with that part cf his business: for we suppose him now to
be qualified, from what has been said in this treatise, to build and complete a ship of any
dimensions.
In ship-building this branch is as absolutely necessary to be known, as any other throughout
the whole art ; for, without the knowledge of it, however the artist may be skilled in every other
point, he porta appear in a very disadvantageous light, if, when he has the materials to procure,
for the purpose of building, he should be found smeep ADI, and he could not then display those
good abilities which he may possess. -
420 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. [Boox II.
Timber is generally divided into the following classes; viz. Rough timber, square or hewn
timber, sided timber, thickstuff, and plank. By rough timber is understood timber of the full
size of the tree, as it grows, without the lop, top, and bark (unless the timber is bought stand-
ing); if so, it is generally sold by the lot, and then the buyer can only be guided by his judg-
ment, both in regard to the quality and quantity.
Rough timber may be kept in piles, shedded over, without injury, for six years or more; it is
nevertheless certain, that timber, in all situations, may be kept in a state of seasoning too long.
When timber is converting, it should be spread about as much as possible, that the moulds
may be the more readily applied on the most suitable pieces. By which great saving of timber
will be made in the conversion. This practice might also be of great advantage in point of
strength to the ship; as there would be no oceasion to use any timber but such as is of proper
size and growth. ‘The French have long made it a practice to convert the timber in the place
where it grows; a practice much to be recommended here, particularly in some inland counties,
where there are many fine oaks, not purchased for ship-building, owing to the great expence of
carriage.
N.B. Winter felled timber is always to be preferred to that felled in other seasons; but to
this may be attached the extra expence of barking the tree standing.
All timber is bought and sold by the load, and a load is fifty feet, which is supposed to weigh
a ton, or twenty hundred weight ; but some reckon forty feet of rough or unhewn timber to the
load ; for they say, that, as hewn timber is measured by the square, it is very nearly exact; but
rough timber, being measured by the girt (or quarter compass), which is more than one-fifth less
than exact, therefore, in the buying and selling of timber, it amounts to much the same, whe-
ther it is measured to the girt, at forty feet solid to the load, or measured exactly at fifty feet
to a load, the price being in proportion. In the King’s yards forty feet of hewn timber is reck-
oned a ton, and fifty feet of such timber goes to a load.
There are several other particulars which occur in the measuring of timber, &c. for sale, all
of which we shall sufficiently explain under their different heads.
1. TO MEASURE AND COMPUTE THE SOLIDITY OF ROUND OR ROUGH TIMBER, WHEN THE TREE IS
STRAIGHT, AND THE ENDS EQUAL OR NEARLY SO.
RULE IT. OR COMMON RULE.
Multiply the square of one-fourth of the circumference by the length, and the product will
be the solidity, or the contents. ;
The circumference is taken by a leather strap, or a tape, a small cord, or line; and that cir-
cumference, divided into four, is termed the girt: this is considered as though it was the side of
a square, whose area is agreeable to the section of the tree at that place where it was girted.
: EXAMPLE.
What is the solid contents of a tree, whose circumference is 64 inches, and the length 24 feet ?
Cuap. VII] OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 421
One-fourth of 64 is 1 foot 4 inches, which, sepa: by 1 foot 4 inches, is equal to 1 foot
9 inches, and 4 twelfths or seconds.
Then 1 foot 9 inches 4 seconds, agama by 24 feet, is equal to 42 feet 8 inches, the solidity.
BY THE SLIDING RULE.
As the length upon C : 12 or 10 upon D :: quarter girt, in 12ths or 10ths, on D : the con-
tent on C,
Note 1. But, if the tree should not be straight, then the length must neither be taken on
the concave or convex side, but in the middle.
2. TO MEASURE AND COMPUTE THE SOLIDITY OF ROUND OR ROUGH TIMBER WHEN THE TREE
TAPERS, OR IS UNEQUALLY THICK.
Rute 2. When the tree is tapering, girt in the middle, for the mean girt, or at the two ends,
and take half the sum of the two. But, when the tree is very irregular, girt it in as many places
as are thought necessary, and find the contents of each part separately: or else, add all the
girts together, and divide the sum by their number, gives (as supposed) the mean circumference :
the fourth of that square, multiplied by the length, gives the solid contents.
EXAMPLE.
A tapering tree is girted in four places, the girts being as follow: first, 3 feet 9 inches; second,
4 feet 5 inches; third, 4 feet 9 inches; and fourth, 5 feet 9 inches: the length being 20 feet,
what is the solidity ?
To 3 feet 9 inches add 4 feet 5 inches, add 4 feet 9 inches, add 5 feet 9 inches, is equal to
18 feet 8 inches; thus, divide by 4, is equal to 4 feet 8 inches, the mean compass.
Then 4 feet 8 inches, divided by 4, is equal to 1 foot 2 inches; multiplied by 1 foot 2 inches,
is equal to 1 foot 4 inches 4-twelfths; 1 foot 4 inches 4-twelfths, multiplied by 20, is equal to
27 feet 2 inches and 8-twelfths, the solidity.
Norte 2. This rule, which is commonly used, gives the answer about one-fourth less than
the true quantity would be after the tree is hewed square in the usual way; so that it
seems intended to make an allowance for the squaring of the tree. When the true quan-
tity is desired, use the following rule.
3. TO MEASURE AND COMPUTE THE TRUE SOLIDITY OF ROUND OR ROUGH TIMBER,
Rute 3. Multiply one-fifth of the mean girt by double the length, and the product will be
the content very nearly.
EXAMPLE.
What are the true solid contents of a tree, whose circumference is 64 inches, and the length
24 feet ?
One-fifth of 64 is 12.9.7, which, multiplied by 48 feet, is equal to 50 feet 7 inches 8 parts,
the true solidity.
422 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER, [Book II.
BY THE SLIDING RULE,
As the double length on C: 12 or 10 on D:: 1-fifth of the girt, in 12ths or 10ths, on D:
the content on C.
4, TO MEASURE AND COMPUTE THE SOLIDITY OF SUCH TREES AS HAVE THEIR BARK ON,
In measuring such timber for sale, it is common to make an allowance or deduction to the
buyer on account of the bark, which is generally one-twelfth part of the circumference. This
deduction being made, is supposed to reduce the compass to that which the tree will have when
the bark is stripped off.
Rute 4. From the given circumference, deduct the allowance for bark; and, with the remain-
ing compass, find the solidity by one of the foregoing rules.
EXAMPLE.
A tree is 40 feet long and 2 feet 8 inches quarter compass: required the solid contents, allow-
ing 1-12th for bark.
1-12th of 2 feet 8 inches is 2 in. 8 pts.; then from 2 ft. 8 in. deducting 2 in. 8 pts. leaves
2 ft, 5in. 4 pts. reduced quarter. Then 2 ft. 5 in. 4 pts. multiplied by 40 feet, is equal to 2.97 ft.
9 in. 4 pts. the solid content.
This is the class of timber usually bought by merchant-builders; and, to give some idea of the
price, we annex the prices per foot given for the undermentioned trees, bought in the year 1803,
and measured after each tree was felled and stript. The buyer had the lop, top, and bark, to
defray the expences of felling and clearmg; and the trees were measured as far as each would
hold seven inches girt or twenty-eight inches circumference.
The following were the prices per foot, according to the respective meetings: 100 feet, 4s. 6d.
per foot; 90 feet, 4s. 3d.; 80 feet, 4s.; 70 feet, 3s. 9d.; 60 feet, 3s. Od.; 50 feet, 3s. 3d.;
40 feet, 3s.; 30 feet, 2s. Od.; and 20 feet, 2s. 6d.
The next class is the seuaRE or HEWN TIMBER, which is always squared by the merchants be-
fore it is served into the King’s or other yards for the purpose of ship building. Hence the
defects are more easily discovered, and proper abatements made in the price accordingly.
The Contracts for the Navy say, that all timber must be squared in such a manner, that the
sum of the breadth of the slabs taken off shall not be less than twice the sum of the wanes; if
they are less, then the King’s measurers cause the uppersides to be hewed until the dimensions
are reduced to the terms above-mentioned; and, when the timber is measured, the sides of it,
thus squared, are taken by a pair of callipers each way, and the two squares so taken are added
together, the half of their sum gives a mean which, being multiplied by itself, and then into the
length, produces the contents.
Cuap. VII.} OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 423
The last method of squaring rough timber, in order for measuring, is, that the four squares
shall be equal to the two diameters, or more if possible, viz.
In.
16
Both diameters ; 14
30
————T
5. TO MEASURE AND COMPUTE THE SOLIDITY OF SQUARE TIMBER, 4S. RECEIVED INTO THE KING’S
AND OTHER YARDS.
As, in consequence of the great irregularity in the growth of that timber which is most useful
in ship-building, the taking a mean out of several girts or dimensions is not sufficiently accurate,
the method that is used in the King’s and other yards is, to measure the tree into as many
lengths as the measurers shall judge proper; (that is, they mark off the different lengths as far
as the tree regularly tapers ;) and then find the contents of each length separately, and adding
the whole together; thus are the contents of the whole tree obtained, with branches or boughs
measuring two feet compass, or six inches girt, which are reckoned as timber; their solidity
being computed and added to that of the tree: but, so much of the trunk, boughs, or branches,
as measure less than six inches, are not esteemed timber, and therefore not added to the other
contents.
Rutt 5. Measure the tree into as many lengths as may be judged necessary, then find the
contents of each length as follows: when the lengths are set off, take the size of the tree upon
the parts that are squared both ways, and exactly in the middle of each length; then add the
two squares together; next take one half, which will give a mean square ; multiply the mean
square by itself, and the product by the respective length, the last product will be the contents :
next add the contents of every length so found, and the total will be the solidity of the whole
tree in feet ; which, being divided by 50, the quotient will be the number of loads contained in
the whole tree or number of trees.
os
Notre 1. The mean square is a geometrical mean proportional between the mean breadth
and thickness; that is, the square root of their product. Sometimes unskilful mea-
surers use the arithmetical mean instead of it, that is half their sum; but this is always
erroneous; and, the more so, as the breadth and depth differ the more from each
other.
424 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER, [Book II:
EXAMPLE.
Required the solidity of a tree, whose dimensions are as follow: first length 18 feet ; the square
16 inches by 18 inches; second length 12 feet; square 14 inches by 12 inches ; third length
10 feet ; square 10 inches by 8 inches; one branch, length 9 feet ; square 8 inches by 6 inches ;
and another branch, length 8 feet ; square 9 inches by 7 inches.
Ft. In. Ft. In. Ft. In. Ft. Tn: In. In.
15 x 15 = 201 x 180 = 36 1 6 Contents of the first length.
Mean 119 x 11 = 121 x 120 .= 14 1 O Second length.
Square 4 ote 9 =-069 «x 100 =. 5.76 Third length.
Rae bh 35 7 = 041 x 90 == 80 Q Of one branch.
Pease x y=" Oo a? 80 = 8 6 8 Of the other branch.
Solidity of the tree...... 62 5 5
The calculating of the dimensions by figures as above, shews the exact contents of the tree
(according to the rule observed) to the twelfth part of an inch; but, as that would be so very
tedious in measuring timber for sale, or in receiving it into store, the measurers, for quick dis-
patch, make use of the sliding rule ; by which they calcalate no nearer than to the half of a foot
in the. contents of each length ; but that will be of little cr no consequence; because the loss
thereby will not be more than the odd inches in the above tree. After finding the contents of
each length, by the sliding rule, they proceed as before, by adding them all into one sum for the
contents of the whole.
TO FIND THE CONTENTS OF EACH LENGTH BY THE SLIDING-RULE.
As 12 on the girt line, isto the length on the slider; so is the mean square on the girt line, to the
contents on the slider.
TO FIND A MEAN PROPORTIONAL BETWEEN TWO NUMBERS BY THE RULE;
As suppose between 29 and 430. Set the one number 29 on C to the same on D; then against
the number 430 on C stands théir mean proportional 111 on D.
TO SQUARE ANY NUMBER BY THE RULE.
Suppose to square 23. Set 1 on B to 23 on A; then against 23 on B stands 529 on A, which is
the square of 23.”
TO EXTRACT THE SQUARE ROOT BY THE RULE.
Set 1 or 100, &c. on Cto 1 or 10, &c. on D; then against every number found on C stands its
square root on D. .
So against 529 stands its root 23, and
against 400 stands its root 20, &c.
Cuar. VII.) .OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 425
THE PRICE GIVEN FOR THE SEVERAL METINGS OF OAK AND ELM TIMBER BY GOVERNMENT, AND
DELIVERED AT THE YARD, IN THE YEAR 1804.
“CONTENTS. LENGTH. PRICE PER LOAD.
Metings. Lowest. | Metings. Lowest. Oak. Elm
ole og Be Ot wate) Gnd,
270 230 38 26 7, 1G Oo. GU N. B. There is an addition of 6 per cent. to these
260 221 37 26 715 0} 5 5 O | prices for the oak timber.
250 a13 — cee Te, LA Ole ae oO
240 204 713 O 5.3 0 be)
« .230 196 36 26 PES COR TG SO N. B. Ten shillings per load allowed, in addition to
220 187 P snr 711,09 5,1 6 these, prices, in consideration that no other tops are to
210 197 oo 26 Teil: Oe: Os 0: : : i \
200 170 ; t 7 9 oO 418 © | bereceived, except such as are mentioned in. the 15th.
190 162 ; 7 8 O| 417 6 | article of the contract.
180 a3 34 26 TARR OF 45 6
170 145 33 26 it TOO pObytels pGrk
160 136 32 26 rea ie OF 4e- 1 TG
150 128 : i 723. O14 49-0 .
140 119 - . Bal. Of Ae TO N. B. The elm to square at the given lengths, not less
130 111 : ‘ 6 19 O| 4 5 O | than 12 inches; and to square at the top end 9 inches;
AP a 43 be s a : ; - ; with an addition of tem shillings per load for such elm
* 100 85 30 25 6 13 O| 3 18 6 | timber as shall, on conversion, prove fit for keel pieces.
90 77 28 24 6 8 6 3 16 6 | for 64 gun ships and upwards, meeting in length at 28
“4 226 % : : ; fe " feet, the lowest 24 feet. The spire and one limb to be
60 51 OF 23 5 13 6! 218. 6 | measured into the contents of elm timber (if cut for con-
50 43 26 22 ; Elm. 2 .& 9} 2 11 0 | venience of carriage) but, by no means to be received
4 ! ie 25 20 ; } ; 2 4 © | unless.itis brought with the piece, so that it may be com-
pared, and known to be cut therefrom.
The price of timber, of any metings notin the table, may be easily found by a sliding rule that
is graduated with the cube line and root line. Or, by the single line of numbers, by dividing the
difference of the metings or sizes of the timber into three parts, one of these parts extended
from the piece of timber whose metings are given either forwards or backwards, as the question
is stated, shews the price sought. Or, by figures, thus: asthe cube root of the metings given. is
to its price, so is the cube root of the metings required to its price, by the direct rule of pro-
portion.
The price of beech timber was, at the same time, four shillings. per load less than that of elm,. of
the same metings ; and the price for ash timber, three pounds per load.
The next class of timber is the stpEp, which is only bought so by Government ;. the various.
sidings, &c. are regulated by acontract, the particulars of which are as follow.
The lengths to be measured in the middle of the timber sideways, the springings, roundings, or:
risings of the timbers, to be measured by a square from a level line across the piece, at the proper:
place for the cutting-down to the outside of the timber head ; and, that care be taken that the in-
termediate springings are proportional to the respective intermediate lengths. The shortest of these:
timbers may be reduced to the lesser sidings for each class, respectively, if the wood will not hold —
3 I
426 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER.
[Boox II. .
for the larger; and, for all such as spring within the angle of knee timber, to be allowed
£11. 7s. per load.
FLOOR TIMBERS. To be sided only to the following dimensions, with a proper depth in the
middle, the moulding way, for the cutting-down, and with a sufficient round or springing at the
heads. The length to be measured on the middle of the timber sideways.
Guns. Ft. In. Fei} in: Price per Load.
Ship of 100 Lengthfrom 29 6 to 27 0 Sided 16 inches.. £1010 6
LE Te ay tear 26 6 to 25 0 PSP core, 912 0
50 Sint ye,, teks 99..5 Hi; fOas21! 6 aT ae eT 9 0 0
RISING TIMBERS. To be sided only to the following dimensions, and out of such timber as
is grown to proper shapes ; springing at,the heads, and large enough at the arms for moulding
and bevelling for the fore and after parts of the ship.
Gun-sh. Fi. In. Et.) An: . In: In. Per Load.
100 Length from 26 6 to 19 O Rounding from 10 to 33 Sided 144 £10 13 0
A St 0D. Hoe 995 64.40 Sc1'7 he OG A ree okie 16. to 136..; 2.4 adap aud
Fes A siege weg beg Bed TLR G BS tO i) bia On eee are 20° to .S6i\canwlSP Re oie aoe
LOWER FUTTOCKS. To be sided only to the following dimensions, and the longest timbers
to have the greatest roundings, |
Ft. In. In.
In. : In p
Guns! 21 0 to 19 6 Roundingfrom 36 to 24 Sided 153 £12 1 6
100 Lengthfrom219 6 to 18 O........ 94 ‘to’ 165.5 ee ll 4 6
£8440 sito dal Gd Bizwlog Te LB jto) {10 2 ee 10 10 6
Oe Bh er eee. are 31 to 24 ll Ge
Tio Vic stew Sakis ne 8 1) CRG yd ae ee ah a ee 24 to 17 sided 15. .2 LOT ioe
PRO towed 64 Oe Ses Aer ee 7 Eto 3010 918 6
LISMG6 2, tO BEUCG Ss te 26: ‘to’ 22 10° 1s “oO
BO) si foie nn eight - }is GB itOoshb 40.4) nage wos 22 to 16 [Sided 14 410 O 6
05 Oe LO an a see PO LO co suel cp 957
SECOND FUTTOCKS. To be sided only to the following dimensions and the longest timbers.
to have the greatest roundings.
Per Load.
Gun-sh. Ft. In. Ft. In. In. In. In.
100 Length from 16 6 to 15 0 Rounding from 22 to 12 Sided 15 . £10 1 6
FA eau, VAD Op lone ak, tk eee eee te 12a oat 145 910 0
BO law a sm 0° s Be eg te bie bar Pa 15 to 10 133 8 9 6
DOUBLE FUTTOCKS in the rore sopy (comprising the half floor and second futtocks).
Gun-sh. Ft. In. Ft. In. In. In. In. Per Load.
100 Length from 24 9 to 21 4 Rounding from 9 to 4 Sided 14.. £11 1 6
TRIO Sone 6G ZBIBI0LO SIPQHAT IL Ie oe FS GOR YY Es 13%)". 10 9Gaam
50 . ee eevee 20 24,4 FOOL TEO CAA Te 8 to 5 o. Oo ee
Cuap. VII.]
OF THE ADMEASUREMENT AND CONVERSION OF TIMBER.
427
DOUBLE FUTTOCKS in the arrer zopy (comprising the half floor and second futtocks).
Gun-sh. Ft. In. ites Ath. Tn. In. Tn. Per Load.
100 Length from 26 10 to 25 0 Rounding from 12 to 27 Sided 14... £11 7 O
Ta RS MeamONetO? 22976) RTS) sors 18 to 24 13 ..1018 6
ares... Pee aeee oe Pe, eee’ SEOLOT a Mee sn . . 10. 9°. 6
FOREMOST FASHION PIECES.
Gun-sh, Ft. In. In. In. Per Load.
100 Meret 227° "OQ Sr... Rounding . : 39 2! thei Lapel om ol aie bole
6 aaagalon BEG MRR Rocce oo hater 1g, .- < LOsl oa
SON ee FANG FO. al Oe rs 36 Bu: 410. 9 76
THIRD FUTTOCKS. To be sided only to the following dimensions, and
as many of them
as can be gotten to be 4 feet 6 inches longer than the length specified: The shortest timbers to
have the greatest roundings;
Gun-sh. E> In: Fe erLny In.
100 Length from 16 6 to 15 O Rounding from 16 to
WMMA ere ee ER EROS abe Gs. sss tee cs et ay LO
Co gg 6 he Oe PURI 8 pie ai OA re aii a 14 to
UPPER FUTTOCKS. To be sided only to the following dimensions.
In In.
v P Per Load.
22 Sided 143 .£10 7 6
Diet tans Loge se LO) eee
21 oats 138) 5.) Ok SeeG
The shortest timbers
to have the greatest roundings ; and, if the piece will hold, 7 feet longer upwards, and sufficient
substance.
The moulding way to convert for an upper futtock and toptimber in one; the
increase thereby to be taken into the contents of the piece in a converted state.
Pe; In, Ft. In; In.
Gun-sh. : ad 0... Weild 6 25 to
100 Length from{19 6 to 18 s{ Rounding bom $20 to
6 10 F17 40 136 to
oe O10 8) °C: 27 to
Pa TAD OF Ais 07-t0° 17 of Rounding rom} 8 to
AF AD. £004,15'..- 6 41 to
PT? OQrio whe =O
ee. je 0", O20 of Roun fom 27 to
15 O to 14 O
TOPTIMBERS. To be sided only to the following dimensions.
In.
30 In. Per Load.
2st Sie Fae ea ge)
42
35
11 sided 134°". Ligd 8 46
47
40 Sided 187 ..11-9 6
Those for the fore and
after parts of the ship to be left longer than the piece will admit, and the additional length to be |
taken into the contents of the piece in a converted state.
Gun-sh. Pe In. Ft. In. In. Per Load.
100 Length from 24 6 to 32 6 Sided ISH. atl. ole G
OS a at Tee. to. 124.5 O . 13% . 913 O
50 ee aero Od $e} 0 ra 8 10 O
428 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. [Boox II.
UPPER STEM PIECES. To be sided only to the following dimensions; and of a parallel
thickness, at least one-third of the length of the piece, and the piece to be left as ei longer as
it will hold. :
Gun-sh, Ft. In. In. Per Load.
100. Length 24.6 Sided30 .... £13 4 6
Toile: vita Bite. Glew teem eel siete I2ei6, 0
50. 3... « pea Or prpeer2e eonaee 10, 9 ,O
MIDDLE AND LOWER STEM-PIECES. To to be sided only to the following dimensions.
N. B. Not to be more than six lower and middle a i to every 1,000 loads of timber.
Gun-sh. Ft. In. ae Per Load.
100 Length 20 6 Siding Bi dS ait one
74 nat Pee i. GES hn wed Oe
50 Asati) DEES Bene LO a. <add eee
BOLLARD TIMBERS. To be sided only to the following dimensions of young timber, and
the soundest possible.
Gun-sh. Ft. In. ; In. Per Load.
-100 Length 28 6 Sided 17, .£10 11 6
DAE i ea a EO te RO OE OO a
50 ovirsay mace kien? shes coo tate nS ee RE
HAWSE-PIECES, To be sided only to the following dimensions: To be of young and.
the soundest’ timber, of such breadth, the moulding way, as to allow of sufficient bevelling
wood ; and to be left as much longer than the lengths specified as the piece will hold.
In.
Gun-sh. Ft.o.. in: Ft. In. 20 Per Load.
100 Length from 24 0 to 20 O Sided | 3 + eer LO eens
TE ER I Os Sig BR Ys 20 0 to 17 0 Sided} 1a} Bed nVibicl dest
bol lo>,. $68 Debs 19 0 to 15 6 Sided} 17} Ii St 9 G2 4
DECK BREASTHOOKS. To be sided only to the following dimensions, with a proper
round up or sufficient wood to obtain it left ; which wood, however, is not to be taken into the
contents of the piece. ,To he left as broad as may be the moulding way.
Gun-sh. Ft. In. In. Per Load.
100 Length 22 0 Sided 15 . £11 17, 6
Thee ee cee 20 6 rink Saga T Tesh (1G Fas
SOP et ahr e cetisette 18 6 saat eine blair Mt Frill»
Cuap. VIT.| OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 429
BREASTHOOKS are generally to be sided only to the following dimensions and. straight,
and to mould so full in the breech or throat as to require as little chock as possible.,
Gun-sh. Ft. “In. Ft. In: In. Per Load.
100... Length19, 6 to 16, 0 Died) US eee aL LT G
TR SYR 19330». to, -16; QO 14.98. «ROA GF 6
50 ye. tris: 0. to, be <6 12470... 100 °5-0
KEELSON PIECES. To be sided only to the following dimensions ; but of such breadths,
the moulding way, as to produce square edges when the piece is converted for use.
Gun-sh. Ft. In. Ft. In. : ter aus In. Per Load.
100 Lengthfrom 370, to 300 MetingsinLength 34 6 Square20.. £11 1 6
(C0 ee 36 O8ft@l 238.0)..68 oF.nebic, . .ODy. SZH@e0o4.. 0018. «114° 8, 0
4. OD 9h A ee 34 Qiteo! 27 O nse pete, SO oe. kw BELO... P1Os, SHi6
_. FLOOR RIDERS. To be sided only to the following dimensions ; and so well grown as to
have a natural cast over the keelson without being grain-cut.
Gun-sh. Ft. In. In. Per Load.
100: Lengthfrom 31 O Sided 17) 9 s10,:15.1,5
SETS 1 SE EE SAS ea br ame a aa ea
RUE pea ie ic is Wk Sp coca <9 ae TL Pg BT ARN
LOWER FUTTOCK RIDERS. To be sided only to the following dimensions. The floor
timbers, Ist, 2d, 3d, 4th futtocks, and toptimbers, breasthooks, floor and lower futtock riders,
when received are all to be moulded, and the offal or chock timber that would be sawed off to be
deducted from the contents of the piece, to reduce it to a converted state; and such chock
timber to be paid for at the rate of £3. 12s. 6d. per load. It is to be observed, that in all the
before mentioned moulding timber, the length is to be taken by a straight line from the ex-
tremes of the piece, and the round taken from them, and strictly set off accordingly. The
length for ascertaining the contents is to be taken at the middle of the piece sideways, according
to the form of the converted part.
Gun-sh. Ft. In.” Ft. In. In. In. In. Per Load.
100 Lengthfrom 22 0 to. 18 6 Rounding from 36 to 30. Sided to17 £12 1 6
OS 20 O COW LIME Died. eh nae «3 « SRO TUN TOOT a oe eae io 1 Ta WARP re
50 te Mita take. O teORF AG | iso). ek fe. « - 24 to 18 fag yO Dregne Ts eR ber
WING TRANSOMS. To be sided only to the following dimensions and to a proper round up;
or left sufficiently sided to obtain it, which extra siding however is not to be taken into the
contents of the piece.
Gun-sh. FR. ode. «3 In. > In. Per Load,
100 Length 34 0 Round up 43 Sided to 15... £12 18 &
74 Ds tte a TES Cos) ok eee te 4. Se tsst eae als 80, Lo 6
50 ater, 61 same we? ake ota s «= 34 ons tee Te tae bo
430 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. {Boox II.
DECK TRANSOMS. To be sided only, to the following dimensions, and to a proper round-
up, or sufficient wood left to obtain it, which is to be abated from the contents of the
piece.
Gun-sh. 1k eee Sree Tn. Per Load,
100 Length 32 3 Sided to 14° <3) . £12 8. 6
1k OE RS. OTERG SOE Ae i! OR SOMO <6
SOQ ire tes te EMO 7 TI OM ties 1b Ceara a! pk bcd |
STERN POSTS. To be sided only to the following dimensions, and of a parallel thickness as
far as the piece will hold, at least not less than half its length.
Gun-sh, Et. Tn. Per Load.
100. Length 34 0 = Sidedto25 .. £12 18 6
7 SE 32 O ae g ( 2QE Oo TS 11908 6
“ESOS erate, 29 6 se a Reb Dai on OSE
N. B. Stern-posts, and all other conversions, are to have their full substance the moulding-
way.
N. B. On all occasions, the purveyors are to be instructed to set off the lengths and the over
lengths (if any) of the timbers, for the guidance of the mérchants in cutting off the timber;
and they are also to be directed to specify the over lengths in their repeUy for the officers in-
formation on the receipt of the timber.
N. B. Only two-thirds of the contents of the over lengths is to be paid for; and at the same
price as the other part of each respective piece. i
STANDARDS. To be sided only to the following dimensions, and the arms in proportion to
each other, agreeably to the custom of receiving them in his Majesty’s yards.
Gun-sh, Ft. In. Ft. In. ” Ft. In. In.
100 Length from 7 2 to 6 7 Shortestarm 5 O Sided to 14 Per Load,
TE hits ee oe he ks ILS OOK PI geet mere re Nh a 9 4 AD. Behe Oe 12% teri 10 6
he scene we ee 6 allie: Biol 8 ated 9 Docs. 5 Pare Sy Oa ee 114
COMMON KNEES square. To be sided only to the following dimensions, and so far as: to
gain sufficient spine on the small arm. (Mb
(1251904)
aed :
Wes Ins bts Tn Ft. In. 3 Per Load.
Length from 7 6 to 4 O Shortest arm 5 6 Sided 103 8 f 2a 2 0
10. 74
ba rae
COMMON KNEES RAKING. To be sided only to the following dimensions, and great
regard to be paid that they are not too much without a square; as many as can be produced
for hanging-knees of middle, upper, quarter deck, and forecastle beams, to be from
Cuap. VII.] OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 431
seven feet six inches to seven feet. the longest arm. Both arms to be equally sided, and so far
on as to gain sufficient spine in the small arm for moulding.
Sided.
fl2 —9
[112 ‘
Ft. In. | Ft. In. Ft. In. Ft. In. Fe a Per Load.
Length from 7 6 fo 4 O Shortarm5 6 to 4 0 Ohe3 age, 0-6
a
10 —74
93—T
CHEEKS FOR SHIPS’ HEADS. The bow arm only to be sided to the following dimensions,
and the knee arm to be fairly grown and rough squared.
Gun-sh. . Ft. In. Ft. In.
Per Load.
100 Length 13 6 Shortarmlong 8 0 Sided 14 inches ... £11.17 O
TMG AS. Os ee ee © ra 6 6 ser a Lin meyer Only oO
50 Shes to) Wes TO Oe Ewe ste dha a Shah iB AP ee So eS S10 6
KNEES against the Srem on the Gun-deck to be sided only to the following dimensions.
Gun-sh. Ft. In. Ft. In.
Per Load.
100 Length 15 6 Shortarmlong 7 O Sided 14 ‘inches’. . °° £12' 8 6
TE ae o Bae Pf OF. eee SBOE. 6 O wee of (ED) res ED, Il iO°aG
D4, (sts Oe 13. 6 ite oe rae Gee he nS a a ee - } G rie ad +
KNEES against the Srern-post on the’ Gundeck to be sided only to the following Dimensions.
Gun-sh. Ft. In. Ft. In. Per Load.
100 Length 21 6 £Shortarmilong 7 O Sided, 143 inches ... £13 8 6
th ee Ree BO vO at Aes he ERS GC 2tG eA Sey rs pe oe AES eA 12) See
OE ye 1 POR! Ba Sea eee 6 O ket Gee ee OES. BR Rae
WING TRANSOM KNEES to be sided only to the following Dimensions.
' Gun-sh. Ft. In. Ft. In. Per Load.
100 Length 22 0 Shortarmlong 10 O __ Sided 14% inches... £15 8 6
SS TEvIGe se 18 O SCERIDAE obo ccxphe ics r: a @) reas 0.2 Re we ee towbl
BOR” fee be. G4 $Gbobit See chute | 76 626, TFs. SASS eae ae)
Among the Wing Transom Knees, Cheeks for Ships’ Heads, and Knees against the Stem and
Stern-post, on the gundeck, for any of the classes, if the shortest arms happen to have sufficient
bigness to side, but are wanting in length to the longest arm, they are, however, to be sided in a
proportional bigness to the said longest arm, and the price in such case to be a mean between
what is set against the length of each arm. The shortest arm of any wing transom knee is not
to be shorter than seven feet.
Rudder Pieces to be sided only to the following dimensions, and so far as they will hold, but
not less than one-third of their length when the wood will not hold to side them half their lengths.
432
OF THE ADMEASUREMENT AND CONVERSION OF TIMBER.
[Boox II.
The rudder pieces for 74 gun ships, and upwards, to be received if not more than five feet shorter
at the heel than the prescribed length.
No more than six rudder pieces to be received with every 1000 loads of timber.
Gun-sh.
100
74
56
Ft. In. Ft. In. Ft. In. Inch. Inch. nce ee
End §27 0 Length, to 25 6 Scarphs long 11 0 ( Thick eS Pil ee “10 4
Iftin \ bieeds. 329 6 ——— 240 je : athe bag Sided 18 Moulded 18 10 0
riers baa: 22 6 ee Ends..}..35 4+ itvueaes «2 9 15
‘alles Middle § 28.0 27 0. ————— f; 3 Thick} .-.-.<..0 . 2) 7 pee 11 18
Peony 2209 ———— 260 ————— 10 3yat thet Z Sided. 19 , Moulded 18 Dha7
| 2. gael Ooo i eae oe Le RS Ends, )-.. 5". s<enite rs
If two pieces. . 29 0 ——-—— 276 -————— 106 ... 63 Sided 18 Moulded 18 10 9
To round 5 inches in 44 feet length for '74 gun-ships.
( End if 24 O Length,to 22 6. Scarphslong 10 O( Thick)... .. 2... eee einen, 9 11
In End‘) 99 6 ———— 216° ———._ 9 6 Yat thee Of Sided 16% Moulded 162 . 9's
three < Per: do) 6 206 ——-—— Ends. 3°’... « 3@ «ae a ne 9 6
pieces. | Middle § 27 0 26 0 10 0 fae per 10 12
Upietes. 226.0 ————._ 95 0° 96 Oe, Rided Bim Moulded 1654 10 9
In two pieces . . 27 O 25 6 — 96 64 Sided 16$ Moulded 16% 9 15
To round 47 inches in 40 a length for 50 gun-ships.
In ¢ End 22 6 Length,to 21 0 Scarphslong Thick): . iene s) sus > peels 9 4
thiée 2 21 0 200 ————— Q 3 at the Sided 143 Moulded | 1 oS
pieces. A 90°04 ———— 4.190 9.0. Binds, A fick we. ee ee eee Ol
Middle pieces. 25 0 ———— 240 — 96... 5% Sided 153 Moulded 143 10 7
A bes 25 0 24 6 9 6 a gl
In two pieces. . 4 54 & a a3fi° OF Sided 143 Moulded 143 9 5
MIDDLE-DECK BEAMS.
To round 74 inches in 46 feet length for 100 gun-ships.
Ft. In Ft. In. Ft. In. Inch. Inch. Inch.
{ pq [25 9 Length, to 24 0 Scarphslong 10 0 Thick} .°. ss e+ + 0 sl + & en 9 9
1 v4 24.0 23.0. ——_+——.._ 9 6, at the ¢52 . Sided 153 *Moulded 133 9397
ra ths aires 23.0. fol gO 9.0 C Ends. Ji. PLE. rn 9 &
oe ings Gan Late. YM Meena ALT eae en dlc Oe GUA MN Hat 10 12
Pico dh ee od 2670 25 0 9 of 52 Sided 163. Moulded 133 10 10
LE ran POs 6 24 0 9 0 ae ae ce Peed OM
30 0 7 fal le cM SS: ad a pa de ro Mie ae areas! Re 10 0
In two pieces. .. }23 6 27 0 9 of 54 Sided 15$ Moulded 13} 9 17
27 0 25 6 Bh ey ee IG ae
To round 7 inches in the length of 44 feet for 90 gun-ships.
End 24 0 Length,to 23 0 Scarphslong 10 0 Thick)... .\. saeiet elles dt dee 9 6
$0 ———— +22:0 —————- .9 6 at the Sided 144 Moulded 124 9 4
ta i yoplecas:?) 59° 21 0 Sh hep i A eh deeper tine 9 0
three 27 0 26 0 9 Blt Had Piaisoh veitt: to Late ate 10 7
si (ny 26 0 25 0 90 ¢... 54 Sided 154 Moulded 123 10 5
pene Wax 0 24 0 Sie Pere ee
Length 38 O
Ft. Inch.
36 °° O
32 6
Sided 28 inches .
LOWER-DECK BEAMS.
To round 5 inches in 49 feet length for 100 gun-ships.
One se Ss 2.6 @
Per Load.
. £12 8" 6
o 8 16...7 9 ee
53's
So A20000 DB CAR2RD0R
So OOao
SCAMQARQO000
ABWAonag
Cnar. VII.)
Ft. In.
29 0 Length,to 27 6 Scarphs long
In two pieces. . \ 6
26 O
Ft. In.
it aes End §21 0
1 hho tit 19 0
e Middle § 26 0»
Sahay pieces. Es 0
27 O
26 0
In two pieces
’ 25 0
End
OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 43$
Ft. In. Ft. In. Inch. Inch. Inch. £. 8. d.
OO CL RICK hats ns tet cs 5 ieee ele 17. 6
26 O 8 5) at the ¢5i Sided 144 Moulded 123 915 O
24 6 8 Of Ends, o)) wlnge fey: a chalice drip yi BD 16
UPPER-DECK BEAMS.
To round 84 inches in 38 feet length for 100 gun-ships.
Ft. In. Ft. In. Inch. Inch, neh:
19 O Scarphslong 9 O¢Thick)............ 8°15 0
18 90 ——————-__ 8 6 at the ¢ 43 Sided 134 Moulded i1t sts" 0
25 0 — 9 Badan? phy <odise- Fessiid od eh ebyua 919 6
240 ————_ 86 ... 43 Sided 143 Moulded 113 9 18 6
26 0. ‘Scarphs long “9 0 PIPPI BRS PRS MPP PY OPH. 910 6
25 0 ——— 8 6 . 43. Sided 132 Moulded 112 9 8 G
24 0 Paes Te Oe eRe ee tas SUE. sn So Pe J £0
inches in 40 feet 6 inches length for 74 gun-ships.
I ‘23 0 Sia ssearpne lope = OO 1 NICK) Bo. ne. oe ‘alse, dae’ oat pa § 15.0
three Pieces. (21 0 200 — 8 65 at the ¢4¢ Sided 14 Moulded 12% 8 13 6
voces, 9 Middle § 26 0 BS Oi te re ha eA Eads. Abe onseancg acl? cine paged % 919 6
Precess ) nieces. 2 25 0 240 ———_ 86... 4 Sided 15 Moulded 12; 918 6
| 27 6 96 6") Sy gi@ yo Pg wo Wa ly ewww Ie 911 6
If two pieces . 42 6 250 ———_— 8 G 44 Sided 14 Moulded 123 9 9 6
. 25 0 DM eared EPL AP TERE oat «ia deh thet y 8s Stee ote ma gh
To round 7 inches in 34 feet length for 50 gun-ships.
_End 18 6 17 6 Scarphslong OCimcks 42 sided 192 4 v5 |. vg : 8 12 0
three p pieces. A J ete Dass os
BE) ica: bos 0 24 0 — 8 O€Ends.J45 Sided 135 ...... 910 0
7 24 0 20 0 Te a ee ae ee Abived WMO
In two pieces . J23 0) 22 0 78 oe 4 = ‘Sided eg sg Be pets 92 6
22 0 21 0 78 12fS MSDS eS KINO: 9 1 6
QUARTER-DECK AND FORECASTLE BEAMS.
To round 9 inches in 34 feet 6 inches length for 100 gun-ships.
Ft. In Ft. In. Ft. In. Inch. Inch,
124 0 Length, to i 6 Scarphslong 7 0 (Thick . BuBvo
Half). rer pane caaaperee : of atthe ba Sided ti eet mri
28 0 oo 6 Ends. Miter etree: TOS Ge
Whole a 25 0 rae petal p 0 $030" ee 1 kere
To round 8 inches in 34 feet ne for a '74 gun-ship.
23 6 22 0 Scarphslong 7 { Thick . 8 19 6
| a to ; on : ofa inet Sided Yee esse eae:
Whole ! - §28 0 260 ———— Ends. ane NS te. anid 10 O 6
oe we po pares hae? sos oh Ce 9 Ten
To round 7% inches for 29 feet 6 inches length for a 50 gun-ship.
22 0 Scarphslong 6 9 ¢ Thick ‘ 813 0
Half . ' Ee : ae ye Te sare ¢ Sided bi A) ye 8-11 6
27. 0 25 O oo Ends. ; a tab iMcut 75.2, > Sato
MWhole..:... ee 5 33 0 aie Nee ar aa a . 9 2 0
Length, to
Length, to
Toround 72
Length, to
ee
Length, to
Length,to
—_— _—_——.
Length, to 21 6
3K
434, OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. [Boox II.
All pieces designed for Stern-posts, Stems, Rudders, and Keelsons, which are directed to be
sided of a parallel thickness, are to be lined, or a mould applied to distinguish the converted
part from the offal or chock timber; thereby to ascertain the respective contents and value of
each piece, for which the contractor is to be paid the prices stipulated for such conversion in the
foregoing contract, and for the offal or chock timber at the rate of £3. 12s. per load.
And, that the greatest advantage may be taken in the conversion of Beam pieces, (end as well
as middle pieces) for Lower, Middle, and.Upper-deck, beam pieces, are to be cut the moulding
way, agreeably to the roundings given in the foregoing dimensions; and, on their being received
into the yards, to be lined only the sided way, with proper tails and scarphs, that the slabs to be
sawn off may be paid for as chock timber.
All the moulding timbers for the frame (as well as other) to be left the moulding way the same
as directed by the converted contract, and asmuch bigger as the person attending the receipt of it
may see necessary for moulding and bevelling wood, (particularly the frame timber, for the fore
and after parts of the ship) and the beam pieces may be sided half an inch, and moulded one
inch more than their respective scantlings, where the wood will allow, and such increase of scant-
ling to be taken into the contents of the converted part of the piece. Note. To all these prices
there is an advance of six pounds per cent. on every article.
Lastty, By Thickstuff is meant timber, cut into different thicknesses, from ten inches down .
to four inches and a half; but the whole depth of the timber the other way; and by Plank is
meant that which runs from four inches down to one inch and a half in thickness ; all under these
dimensions is termed Board.
Thickstuff and Plank are generally served from the merchants sided to the various thicknesses,
and mostly cut in the wood or forest where it grows. It is cut straight, and fairly edged, of pa-
rallel breadths, of whatsoever the piece will hold square and free from sap, at half the length of
the piece, not exceeding nineteen inches nor less than twelve inches.
The quantity of Thickstuff to be delivered into the King’s yards is, ten loads to every hun-
dred load of straight oak timber. Fifteen loads of four-inch oak plank, and ten loads of three-
inch, to be delivered to every hundred loads of straight oak timber.
When measured, the superficial contents only are taken, which is done by measuring the
breadth exactly in the middle, and multiplying that by the whole length, then the number of
superficial feet in a load is according to the thickness of the different plank or thickstuff, and
may be found as follows:
Ru.r.—Divide 12 by the thickness, and multiply the quotient by 50, as per example.
8)12
1. 6
50
50
25.
er
75 As may be seen by the following Table.
Cuapr. VII.) OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 435
'
| Thickness of the Thickstuff Inch. | Inch, |Inch. } Inch. | Inch. | Inch. | Inch. |Inch.| Inch. |Inch, | Inch.
| or Plank 10 | 9 To) 6p Sif 4-[o3))-28 | 2 | 1k
Feet. | Feet. | Feet.| Feet. | Feet.} Feet.| Feet. | Feet. | Feet. | Feet | Feet.
66.66! 75 |85.71| 100| 120} 150 | 200] 240} 300} 400
| Number of superficial feet 60
| toa load i
, Length. Broad to To be measured
10 hold at those as far as it :
9 lengths. will hold. Price per Load.
THICKSTUFF 8 Feet. Feet. Inch. Inch. ht a oe ceer Gy
for 7 pe metings 30 lowest 26; i A oe Bit Cai ea,
Camps.
6
5 ‘ bt 107-0
aa f
For SrirKeEt- 9 | |
TINGs and. pr metings 28 lowest 23 132 yi ABASi <9
Wates. 6
5 J
44 tne <0 Pe Ne 2 OE be oes 20 oe Res oo eee ont
Resp OMB o, abii: oe iahieiya sdoisiig vole} S16 94: bolinigion 9 LS TO
. 3 : Miia SOI tlre wile) Doe whied coe PAAR bay “ties. 10 9 10 O
oS ers tn 6 ghee ie Ko” Bye So OM REGED ELON le te 11 5 O O
Em. ts Pies, Deere BO Sh ae Sonn] een oes 10 4 0 0
Ricnk ee... LS terns bons ROE ime te ae See rk Orda, See Bayt ¥ Ae F Cie CF
5 Seam rice. tt SE ZAR, STN FS BRY SS TBR ee ee ll 3°:108-0
’ z 0 13250
eee 1 9 maT ey iy PRIMEY a eet eLeny, 4 Ee
Oax Boarp 1 ea 8 12 10 9 - 018 O
a... Ee
Exy Boarp 3 his Leiner Mbloin Waitt fore” bo15 0
- », eapaeiearaaae
Boats’ Crooks, £3. 3s. per Load.
Dantzic Oak Prank, of all thicknesses, £13.15s. per Load, and £9 percent. added.
6. TO MEASURE AND COMPUTE THE SOLIDITY OF THICKSTUFF AND PLANK, AS RECEIVED INTO
THE KING’S AND OTHER YARDS.
Rutr. Multiply the whole length of the plank by the breadth taken correctly in the mid-
dle, and the product will be the superficial contents: then, to find the solidity or number of
loads contained therein, look for the thickness of plank or thickstuff, in the foregoing table
of plank, under which will be found the divisor for dividing the superficial contents in feet, in
order to give the solidity in loads.
436. OF ‘THE ADMEASUREMENT AND CONVERSION OF TIMBER. [Book Tf,
EXAMPLE 1,
Required, the number of loads contained in a piece of 10-inch thickstuff, the length of which
is 49 feet, and the breadth, taken in the middle, 1 foot 9 inches.
49 feet x by 1 foot 9 inches is 85 feet 9 inches, which — by 60 is 1 load 25 feet.
EXAMPLE 2
_ Suppose that there are ten planks of 23 inches thickness, each measuring 24 feet in length,
and 13 inches broad in the middle, required the number of loads contained therein ?
24 feet x by 1 foot 1 inch is 26 feet, which x by 10 is 260 feet superficial contents. Then
260 feet divided by 240 is equal to 1 load 20 feet, the solidity required.
BY THE SLIDING RULE.
As 12 on the slider is to the breadth on the rule, so is the apa on the slider to ies contents
on the rule.
In the foregoing examples are contained all the cases that generally occur in the admeasuring
of timber for sale: but, when timber is regularly and smoothly hewn, the solidities of such
pieces had best be computed by the rules given for prisms, pyramids, cones, &c. and their
frustums ; for which. the reader may refer to. the best books on that subject.
Many curious problems, relating to the cutting of timber, so as to produce uncommon effects,
may be found in Dr. Hutton’s large Treatise on Mensuration.
In converting timber in the forest, great care should be taken to preserve it as large and as
circular as possible, from a consideration of the great use of large and compass timber; but it
should be observed, at the same time, to adhere to the custom of squaring it by the rule before
mentioned, as, if not so squared, the detriment would not only be in the false measure, but the
defects which might appear were the timber truly squared might remain unseen. And, as the
defects in timber are of the utmost consequence, it should always be well examined when
received or purchased, that the buyer may have an opportunity of having something abated in
proportion to the nature of the defect. The defects in timber are various, but it is chiefly owing
to the barrenness of the soil, as in loose and broken ground the timber is generally shaky, which
is a very pernicious defect.
Lopping of timber, or the suffering of cattle to browse upon it, often occasions it to rot and
decay. But the greatest enemies to the growth of young timber are rabbets ; for, where there is a
number of these animals, a spontaneous shoot can no’sooner appear above the ground but it is
destroyed. Sound timber is generally produced in those places where the earth consists of strong
clay ; for which reason, timber of English growth is found to be so far preferable to that of other
countries; for, though some of the best sort of East-country plank is very flexible, and conse-
quently usefal for many purposes ; yet it is often found very unserviceable, as it is, too frequently,
Caap. VII.) OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. 437
either sha ken, foxey, druxy, worm-eaten, or full of rotten knots; therefore, timber of English growth
certainly has the preference, even after it has stood so long that age has made it pliable, and
past the time allowed for growth, as it is even then allowed to be as durable as any other in its
full strength.
TREENAILS. To be of dry seasoned English oak, of the growth of Sussex, cut full out
of young, clung, tough coppice timber, or other timber equal in goodness thereto.
' PRICE OF TREENAILS.
Length. Price per Thousand. Number to
Feet. 59a at tae: a Load.
BS) mes. ol ST hw amee ets eee 1000
me ser. 5 29°~ 7" 0 1142
oh ate et on cueog os Pans PE wept hg eas 1236
OR es) eae ES run a ek eat. 1333
a pete te UES OS Eyes 1454
aU Ace Bp at iB eta dO a slent arh 1600
Bed APee des Ss Fo Oe aes Oe ee cn ne Hn Late
a Be ae rk Etats Tn ate hn 2000
ES es RS Tae tet a) 2285
Libya Spey Sek £0 Rol aes at 2666
ID pera wae o-s 6 fe oy ee ee hate 8200
elk a es Te 19 pair se 4.000
L£. 22 per Cent. has been added to the above prices.
PRICE OF FIR TIMBER.
, ve Mug ay a OE OB ae 2
Dantzic... 710 0 pau. pide SOM cht) ee 12: 0
ive t... 72 OO second sort’. .- 4. 07 0
ERO May’ F
Norway or. Load Baulk.:.... 5 5 0
PRICE OF DEALS.
Each, Each. Each.
Long he eR a Long. Rte allay & Long. SA Ai a
AY Oo Set aes O Gove ny Ta * OUND
SF
thick. 3g : 2 Thick, \ 98...) 1 92 (6°) Thick. }36.. 0-19 0
. Prussia . 3 In.< 3¢ | * Btn OS Visit GG. dak ual Oth 434 20-186
ERA eur 94 e000 OA ei A
GO kh tae 0°
Pat, Oe.
438 OF THE ADMEASUREMENT AND CONVERSION OF TIMBER. [Boox II.
ORDINARY DEALS PER HUNDRED, AND SIX SCORE TO THE HUNDRED.
Feet. PE oer a: 6 Each.
LSE PLP ae OTD ay, £. 8 d.
Long. ju RS Otay a CA Ee Ay UPHROES} eos Oe 9
D4 eos VISE TO aD oe Oe
PRICE OF COPPER.
Bs Sts: di
Bolts and Rings jet on aan O 1 34 per tb
Sheets, improved sort . ..... On) ; 25
Sheets, common... ... 6.6. Oiel. 2s
Nails, for sheathing ....... 0 1 3
Nails for Boats, one with another 0 1 5
PRICE OF IRON.
Lo a hy a
Tron Bolts... . 117 4. per Cwt.
Bolt Staves’: . 41 11 43
The foregoing prices are those of the year 1804—They have since considerably increased.
LA Belk Ss,
&c.
~~
4
‘
*
*
—
>
-— a Che “9 eB: i
* ‘ tay 4 ‘ fg:
A pio ud ee ee re ee ne eee
Sen peetevinneneoay yn rename aim ees REDE att Baio este aS a
‘
i x 1
A .
Wy, 4 ‘ ~ 4 :
be ‘
: x
~ - 4 >
¥ *. ha | ) c .
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TABLES
FORMING THE BODIES
OF
SHIPS AND VESSELS OF EACH CLASS,
BOTH IN THE
ROYAL NAVY AND IN THE MERCHANT SERVICE.
(a a)
I TABLES FOR FORMING THE BODIES
BODIES OF THE SHIP OF 110 GUNS AND 2358 3; TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... R WwW Rs & & 2
é : St. in| ft. in| ft, in| ft. mn.) ft. in. ft. in,
Station from the foremost perpendicular........ 10: 2 2132 07/20 11 15 43) 9 93) 4 23
Lower height of breadth..... Dna whag Hea ed ten 324 4 \25 103/27 1 [28 8 j31 93
Vpper height of breadth......... sdeapeneonus ised fe 25 24196 52127 6 128 112/31 11
Height of the top-timber line....... PEE tein 5 10 |46 2 |46 10 |47 37/47 9
; topside line........... Hien eRe aked se vee tee rE 7 {48 11 |49 7 [50 03/50 6
cutting down line..../ss..cseees 3 2 9414.5 | 0 gee
FISI DDE Se bcos s cos pa ns antes - 2 515 23/8 2715 5
Main half-breadth,.....scccccsesssesnes sae Baacepe fe 25 33/23 9 |22 1/19 2 j13 105
Top-timber half-breadth..........06« Meshes ike a 20 10F}19 11:19 4)18 5217 52 ;
Topsiae lal-breadthies.c.te.t.sccis oceans caas hoe ae. aety ove 20 53/19 97/19 4 [18 5217 52
Rising half-breadth......... a deAconatepe ceneaiyets ; 3).9 7.1 7:0;
Length of the lower breadth sweep........ sebanlll 2 : 22 7421 3719 2 |I7 7715 7 12 65
upper breadth sweep......s.000+ 25 : 3 25 0 )25 0 25 0 25 0 25 0 0 .
floor sweep above the rising..... |12 6 12 6 |12 6 |12 6
Length on the first diagonal line ............ fase 10 |14 1 |11 103)9 7)6 0
second diagonal line.........00+ |2 : 20 O76 8 13 10)}9 9)4 2
third diagonal line .......seeeeeee 54124 07)20 9 |17 8213 41/7 6%
fourth diagonal line..,.....c++++ L 4\2 7727 8 j24 67/21 7 17 GF11 6
fifth diagonal line ......eeesseeees 0 (30 24/27 62/24 113/21 3 115 12
sixth diagonal line.........scesee 26 4125 0 (23 4 120 816 8%
IN THE FORE AND AFTER BODIES.
Names of the Diagonals/cdsccovescstecvssseteeses daedyevcayp omens 2d 3d 4th | 5th | 6th |
Height up themmiddie littes,.1,.ie-scess sats esse 12 11 {17 52/21 10 27 61133 6 |41 9 |
Distance from the middle line on the base line
or upper edge of the rabbet.........+04 coetey [9 ARIT 6
Height up the side line....5csizeac.scersassoecsncs 4 we (0 .Of/6 7519. 5 (35506 |
|
Numbers of the Timbers........ ccs aeteen cote
Station from the after perpendicular............ 60 10
Lower height of breadth........... Ap pestee bie oacee
Upper heigaror Dregdth a cxsavascqostearvna erent
Height of the top-timber line............
topside line...... ereee
cutting down line.....
rising line........
Main hhalf-breadth |... ..02i0 an sastebecaencdsopec ens
Top-timber halfbreadth...ssssasssaveseesssseness
Topside half-breadth .......scessescscesesees
Rising half-breadth .............. kaWan cba e he
Lengths of the lower breadth sweep ..
upper breadth sweep........ sees
floor sweep above the Aide boas
Length on the first diagonal line ........060.
second diagonal line..
third diagonal line scavccetadte
fourth diagonal line.......c.s000
fifth diagonal line.........ss00e0
sixth diagonal line .........sses0 ‘ 26 11
mw Qe Pp ©
rie
eeeee
aAdovonroro
eee
*eeeeee
OF SHIPS OF EACH CLASS. 2
BODIES OF THE SHIP OF 98 GUNS AND 2067;% TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... a) B F K O y.
~ | ft. in| ft. in.) ft. in| ft. in.) ft, in.) ft. in.
Station from the foremost perpendicular....... . (82 8 165 10:54 8 |43 6 |32 0| 7 at
Lower height of breadth ..........c.ssesssevseees 18 4/18 47/18 9 }19 5 }20 Lac Aaa
Upper heightiof breadth...........rcscescccescede 22 4/22 4 l92 4 |22 5393 5 }28 4
Height of the top-timber line ...........065 seoee [42 10 [42 10 |42 11 [43 2 143 8 |44 10
POSE BNE} 2,06. Sir ele ee dostecs vs See eee vee [44 3 {46 5
cutting down line.......... eeceee PLS SL SUL IO 1 er asbi3 9
RINE MEIC, 0 0 50! vcesoedeses’s souk dade FO), S | ORar O) OFT Gp3 1
Main half-breadth........... das desesethchscsetarse 24 6 |24 6 j24 6 [24 34/23 S115" 5
Top-timber half-breadth....... as aes sesosseesee [20 0 120 0 |19 113/19 94119 5417 0
Topside half-breadth...........:sseceees Caesvdawae aes eos af vee [19 52117 0
Rising Nali-byeadth). scc......csccecvcosevseveese | 9 819 71/9 318 5] G6 8 +
Length of the lower breadth sweep............. |17 6 {17 6 {17 33/16 0 /13 AM11 11
upper breadth sweep...... sooeee [1D 0 119 0 J19 0 {19 0 }I9 0 |19 0
floor sweep above the rising..... {|J11 3 |11 3 {11 3411 3 [11 3
Length on the first diagonal line................ | 9 72] 9 62). 9 34] 8 10] 8 410 8
. second diagonal line............. [15 11 {15 92115 4 |14 523113 Paes
third diagonal line............... |20 7 {20 62/19 11318 103116 716 82
fourth diagonal line.,............ [23 11 |23 91/23 3 |22 4 |20 5319 42
fifth diagonal line ..,..........06. [26 42/26 12/95 93/24 11 |93 2\12 0
sixth diagonal line............ wo (27 5 127 3 196 11 126 Atl24 6 113 10
$$ ————————————————————————————————————————————eeEeEeEeeseeesesessinnnnnnnnnnnn
IN THE FORE AND AFTER BODIES.
Names of the Diagonals............200008 Rass nate Bis as «a0 Ist | 2d 3d | 4th | 5th | 6th
Height up the middle line....... peeMeate se teth oe ~17 6 {12 5316 22/20 0 (23 92/26 2
Distance from the middle line on the base line
| or upper edge of the rabbet ........+.ceseveeee | 6 6 [10 9 115 7 21 2%
Height up the side line............ ceeevececevcce | eee see eos Zien 2 LOS O a
I | IN THE AFTER BODY.
q
i
:| Numbers of the Timbers........s0ceeeeeee bistan 1 5 9 13: ee 21 25 29 31
if Station from the after perpendicular........... 188) 1 176 11-1656 9 5A) 7-435 3e" (3° 1 | O11 yy 44
i Lower height of breadth.......s.ssesccseeeeeee [18 4/18 4 ]18 8 119 2/20 0 21 5 123 3 |26 1 27 10
| Upper height of breadth........s5-sseveseeee vee. (22 4/22 4/22 5 |92 10 123 4124 3 [25 5 27 2 [28 4
Height of the top-timber line.........s--seseeee. (42 11 43 2/43 61144 1144 9 |45 6 [46 8 147 6/48 1
| topside line......reccevcsorseeeces too . (47 62148 1 148 9 [49 6 }51 10 [52 8 [53 3
| cutting down Hine................., 1 8/110};2 012 4/3 0/4 2/6 O|9 G|Il2 4
TINE NDE ios svessesssvecssortoress | 0 5F) 010) 1 6 ).2 Of 4186 6g IT115. 0
) Main half-breadth.......ss.sce-ssscessscoessseeeee (24 53/24 33/22 114/23 6 122 9 21 8 |20 2/18 33|17 2
Top-timber half-breadth....s..ssceseeeseseeeee [20 1 [19 11219 9219 6 19 0 [18 417 6416 6 [15 10
Topside half-breadth.......s.ssessessecseesereveee we (19 4219 2218 11 118 5 117 9 [16 10215 10 {15
Rising half-breadth..........+s.++ tekibesstocnte LO? tO oO. ORB! Sh7 SIb e+ oT aS tr ft
Length of the lower breadth sweep........0s... |17 0 [16 9 [15 83/14 8 }13 6 |12 2710 8/8 2/6 0
i upper breadth sweep.....eeeeeee [19 0 [19 0 119 O}19 9 }19 0 19 O19 O}I9 0 119 0
| floor sweep above therising,... |11 3 11 3 j11 3 ]11 3/11 3 {11 311 3 lL 3
| . Length on the first diagonal line............6066. | 9 74,9 32/8 103,8 2/7 1335 9)4 2/2 2/1 3
| second diagonal line............. [15 10 {15 33/14 63/13 63/11 11/9 9317 4/4 1/2 1
| third diagonal line............0.. (20 6 |20 O19 2 17 10 {15 102113 3 jlo 2/5 11}3 23
I fourth diagonal line..,.......0++. |23 102/23 6 [22 9 |21 63/19. 8 |16 103/13 53/8 8%) 5 23
| fifth diagonal line......-.eeeee008 [26 22)25 103/25 44/24 41/22 101/20 4116 112/12 0] 8 1
i sixth diagonal line ...ssseeeeeee (27 23/26 11 (26 61/25 9tl24 7 jaa 8 l19 10 |15 1 [10 92
3 TABLES FOR FORMING THE BODIES
BODIES OF THE 80-GUN SHIP, OF TWO DECKS, 1955 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... a) D H M Q U ».< .
ft. in| ft. in.| ft. in,| ft. mn.) fe. in| ft. in.) ft. in.
Station from the foremost perpendicular,....... 64 0 |53 1 142 2 j31 3/20 4)9 554 0
Lower height of breadth.......seeceeceeveees woo. [22 6 [22 63/22 95/23 43/24 8 |26 11 [28 8
Upper height of breadth ........ oceeseesoepenees 24 10 |24 10/24 114/25 2 |25 Ofla7 5 28 11
Height of the top-timber line...... bel dpesddevde [ae Oliam Ole © 9 |39 6 \40 4 |40 10
topside lin€.....00..ceseedevesceees, | coe 140' 3.140 8/41 3 [42 (0 [42 10 [430 4
cutting down line .........6e6« «1/2 812 8|@-42/3 131.411)8 6
rising line: *< i .4vs. sss beneecdss od {L110 jr it9. 16) 3 113) 9
Main half-breadthivcadd. & <cceccscieas sub Give sbkeed . (24 6 124 6 124 4 j23 10 22 1217 @ ill 3
Top-timber half-breadth .......ssesscessseeveoeee (21 0 [21 ©O 120 93/20 4/19 52/17 10 16 7
Topside half-breadth......... so debs Sep b np iWees es «- (20 42120 3 119 103/19 24117 10 16 7
Rising half-bréadtt...0, sqeidpccedbesde ness dadoaees 8 @©|7 6/4 11]0 33) Outside the middle line.
ength of the lower breadth sweep..........06 [19 2 {18 8 [17 10 |16 9 115 3 ]13 3 |12 1
upper breadth sweep .....seeeeee 156, 3 (5) 3 15° 3 [3 115. 3.Ji oS Ges
floor sweep above the rising..... See rising line.
Length on the first diagonal line.......sseeseeeee 7 Ad F707) 2 8 (OG LL oS ahd
second diagonal lime.....cesee.s. 13 9.13 5 |12 9jll 61/9 3)4 5
third diagonal line......seeeees . (20 1/19 7 {18 5 116 7113 62/8 943 4
fourth diagonal line..........0.6 23 6 j23 91/22 41/20 6117. 3 |11 6|6 32 ;
fifth diagonal line......... doteede 24 9 124 53124 0 |22 G6HIO 9 }13 918 3
sixth diagonal line.........+.006+ 26 33126 2325 9 |24 11 I22 7 116. 8210 OF
SS 8 8 SS SSS ———————Se———e—=———_———————— |
IN THE FORE AND AFTER BODIES.
Names of the Diagomals.......,sessssseeesesee-oe | Ist | Qnd} 3d | 4th | 5th | 6th
Height up the middle line........... nee (G11 {il 5 [16 6 (20 9 23 627 6
Distance from the middle line on the
base line or upper edge of rabbet..... | 4 9}9 115 6
Height up the side-line.........eeeeeeeee yes eve Beto tts Ol SO. Beaks
IN THE AFTER BODY. F
Numbers of the Timbers...... Mom otigek id ngoes 4 8 12 16 20 Q4 28 32 36 38
Station from the after perpendicular............ 96 2/85 3)|74 4/63 5 [52 6/41 7 30 8 |i9 9|8 10}3 42
Lower height of breadth .........+. Saechse seasee [22 6 [22 6 [22 6 |22. 73/22 10 j23 3 23 112/25 03/26 102/98 2°
Upper height of breadth........ cap evecseoens pee (24 10 |24 10 [24 10 (24 11 [25 12125 6 126 0 }26 9127 Otis 8
Height of the top-timber line.........secssseeeee 37 6 |37 7 |37 10 |88 27/38 « 82139. 4 140 2 /41 03/42 1 142 72
topside line......... seseceeee coves | ove [40 9 [41 11 |42 4 [42 10 43 5 146 3 147 @ |48 @ |48 Q
cutting down line...........000 ~{2 3)2 33) 2. 332 4)2 5312 11) 4, 23)6 88] 9 BE
rising BNnG)* ...6écssscackeicovsandsy | 0.) 44 A | B22 COR A171 7,10 113838
Main half-breadth..........-seceeseneeeeessoesseed (24 6 [24 5 [24 33/24 22/94 0 [23 6 l22 7321 43l19 7218 5
Top-timber half-breadth.......sseeees seoscesseese (21 O [20 11 120 10 [20 9 |20 7 {19 11 [18 1d 117. 6 [45 42 15 1
Topside half-breadth...... nada dy re | secccescese | vee (20 2 119 10 [19 103/19 82/19 22117 9 16 G63) 14.1014~-1
Rising) half breadth. ob ams ssceve case doetaeede tes 20 1/8 S38 217 54156 4)4 31.0.6
Length of the lower breadth sweep........0++. . {19 2 |18 10218 4 ]17 816 O15 5113 9 63}5 O15 2
upper breadth sweep.....cso00 [15 3 [le 81S) 3 115 3 15 3 [15.3 15 Bis s815 SHS 3B
floor sweep above rising......... | See rising line.
Length on the first diagonal line...,........... | 7 11 | 7-103] 7 8|7 4)611|6 2115 3/3 10%]}1 9|0 g3}
second diagonal Jine,............ |13 9 |13 7/13 14/2 7/11 8t10 4]/8 8316 4/3 1]1 1
third diagonal line..........068- . {20 1419 102119 4 |18 G6F17 5515 3 1211} 940115 7}2 @
fourth diagonal line.,............ |23 6 |23 4/23 0 |22 32/21 2419 4116 11 |19 5|8 7H4 23
fifth diagonal line ...........00- - [24 9 (24 73/24 52/23 105/23 13/21 10/19 8/16 5 {11 6] 6 92
sixth diagonal line..........e0066 [26 32126 21296 OF25 Q1125 4 |24 6 122 11 j20 5 [16 111 6
* Rising height is 11 feet 10 inches at dead-flat, above which all the other rising heights must be set off.
OF SHIPS OF EACH CLASS. 4
BODIES OF THE SHIP OF 74 GUNS AND 1828 TONS.
Tn nn ————————— SSS SSa——————___———_—_—_—_—__—
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... iB F K O
Sis in.) ft.-in.| fe. in.| fe. in. ft. in
Station from the foremost perpendicular........ 66 0 |60 6 |49 6 |38 6 27 6
Lower height of breadth............. psd ansldduads 321 3/21 4 }21 83l22 73)24
Upper height of breadth............4+. G..Mias - (23 4 123 423. 41123 53124 0
Height of the top-timber line.......... «+++ wee (35 4135 5 135 8 [36 03/36 OF
topside line ..........066 seeceeeece vee (57 10'138 23/38 82
cutting dewn line ....... sadeodete 110] 1 10} 1 103}2 212 103
RE MCF vase ones FOE Bee 6}0 4])3 619 103
Main falf-bren@th.g. 206.400. Sa. ecceare site A 24 0 124 O |24 0 |23 103/23 0
Top-timber hali-breadth............ bbe Os webinas 8 }20 8 j20 8 j20 52119 11
Topside half-breadih,..............s000 edevesqnes 3 20 3/20 320 1419 8 -
BASU RAED Disisids aise) cb aviivepecccccenses 6/8 4418 g9]2- 8
Length of the lower breadth sweep .......02.-- 6]18 4 ]18 O17 O}15 7
upper breadth sweep......... vee O85) -@ 15! 0 [15° O-}15' 0
floor sweep above the rising .... See rising line.
Length on the first diagonal line ..../.....00e00 13| 8 1k 8 O| 7 72) .6 102
second diagonal line...........+. 10412 QOF/12 4t11 52119 102
third diagonal line......... oa Ba 6 17 44116 72115 23113 0
- fourth diagonal line.............. OH20 114/20 5119 O16 52
fifth diagonal line.............. »» 21 113/21 11 (21 72/20 72118 32
sixth diagonal line.............. : 93122 Qf22 7 |21 10220 OF
eeeeeeeaeaeoaeaoaeoqOaoooOoamaqnun0g=qmmchcchee yyy eee Eee
IN THE FORE AND AFTER BODIES.
F
Names of the Diagonals ............ssecseeceveee | Ist | 2d 3d Ath | 5th | 6th |. 4th | 5th | 6th
Height up the middle line...........06. 7 8|10 9/13 83| {16 53117 10 |l9 2/221 9 [24 8 \a7 13
Distance from the middle line on the base 23 3
line or upper edge of the rabbet...... | 3.10] 8 O3/13 OZ] ee wes sa aa 3/2 3t
Height up the side line ............+-.+6. ay oye AS. wX1O 345 1316 63/5 Pa i ae (0) 4 a
IN THE AFTER BODY.
Numbers of the Timbers.............. Pie ae
Station from the after perpendicular........,... |93 4 9
| Lower height of breadth............ seseveerteeee [21 26 5%
Upper height of breadth.......c.c.seeeeeseseeees [23 26 gt
Height of the top-timber line.............ee0006 [35 40 93
R topside line..............05. Pt Pe 44 103
f cutting down line........seeceee | 1
SSSA RR Baer Qonehen. (a
j Main half-breadth......... sib tees cane a. wees [24 i7 7
| Top-timber half-breadth....... dels Srtgateestehae (20 14 103
Topside half-bréadth ......3....ce.ssccosessseeves (20 14 2
Rising hhalf-breadth ...........0.cs-sssecccevcces 8
Length of the lower breadth sweep. neseeescesee [1S 6 gt
bi upper breadth sweep.......s0006. [15 5 15 0
f floor sweep above the rising..... See rising line.
Length on the first diagonal line....... Reateapen | 8 1 Re} B12] 8 5 9F13 63 r ¢
second diagonal line............. |12 JOZ|12 8212 7 645 0 1 6
. third diagonal line.........6..26. |17 6 {17 23/16 10 3% 7 0 2 3
fourth diagonal line............. |24 4 |24 3 |23 10! 23 17 52113 7 72
fifth diagonal line.........se00+. [25 10 (25 91125 61125 20 O}16 8 10 5
sixth diagonal line.........se000. [26 93126 9HQ6 7 22 O19 2 3m
* Rising height is 11 feet 6 inches at dead flat; above which, all the other rising heights must be set off.
TABLES FOR FORMING THE BODIES
Gr
BODIES OF THE SHIP OF 64 GUNS AND -1369 TONS.
IN: THE FORE BODY.
Distinguishing Characters of the Timbers...,... | @® K O S U x
Sti ae | ft. in.| ft. in. ft. in.) ft. in. St. in,
Station from the foremost perpendicular........ 66 0 [5 36 «026 O16 O}11 O} 6 O
Lower height of breadth .....0.-csscscsseesscees 16 9 17 10 }19 0 |20 .7 j21 6 }22 6
Upper height of breadth........sccscccseeeevcees 19 6 20 1/20 8.21 3 [22 0 {22 10
Height of the top-timber line.......seeseeeeeeees 32 9 33 7.|34 2 134 10 |35 3 |35 9
topside line... c.cscscoesecereses sep 35 11 |36 6 |36 11 |37 6 |38 O
cutting down line. ..... prives oe FELL 1) 9°} .2...0,4,.3: OP bree
rising line.
Main half-breadth.....,.s.ccccsssecesecccescccoees [21 10 (2 21; § 120...5 0}14 0)9 6
Top-timber half-breadth......sscccssscsceeeeeees [17 3 16 8 |16 0 |15 0}14 1113 0
Topside half-breadth.
Rising half-breadth. :
Length of the lower breadth sweep.,........+-.. [15 6 11 8;}8 11/9 3}9 0/8 0
upper breadth sweep......s..... [14 9 14 9}14 9|14 9}14 9 ]14 9g
floor sweep above rising.
Length on the first diagonal line............s000. {11 6 10, 5.}.8...9:1.6. 4 Aneaerai aes
second diagonal lin€..........066 16 0 14 312 0)/8 4) 5017 pave
third diagonal line............... [19 6 17.8. 115...7, [1190@ [e6aa ae ates
fourth diagonal line.............. {21 9 20 2 j18 3113 11 }10 9/6 6
fifth diagonal line..........0002. |23 9 22 9/21 0]17 4]14 @19°8
Names of the Diagonals...... ROP EE Col eehieee, Fe
Height up the middle line...... vevemeeeytocceebiog 8 11
Distance from the middle line on the base line
or upper edge of rabbet........cccccseoacseees | Bi 1779
Height up the side line............ sonecee is.ciscbes see an
72200000” O0_—_—€—0—0—00 oS 0606060—_“_.s.ssssSsSsSsSsSsSSSSSSS SSS
IN THE AFPTE RE BO DY.
—_—————
Numbers of the! Timbers. vccctsccsecccs ccececcts. (2) 3 7 1] 15 19 23 Q7 31 :
Station from the after perpendicular............ 88 6 |77 102/67 103/57 105/47 103/37 103/27 10217 102} 7 104
Lower height of breadth.....c.cccccccessecessecs 16 9 |16 11 ]17 2 j17 7 |18 2 118 11 119 11 121 10 la4 4
Upper height of breadth.......secseee soveveeee [19 6 119 6 19 6 f19 6/19 11 |20 6 jal 5 ja2 Bled 9g
Height of the top-timber line....... sist es Sacre . 132 9 132 10 133 2 133 7 134 2 134 11/35 8 136 6137 9
topside lin€.....ccccccsceveeseccere: |. oes «» 136 11 [37 4/39 9 |40 5 |42 5 143 6144 7
cutting down line........00.0008 | 1 9} 1 9}/110)2 0; 2 6/3 0} 4 0} 6 6411 O
rising line.
Disin heali-bireanth 2.22. venneaatsnnsauadeusssc cooce f21 10 121 10 121. 9 [21° 5 120. 9 120 0 118. 9.117 Sabana
Top-timber half-breadth........seecssesesseseeeee [L7 3 1L7 217 O |16 9 |16 6 }15 11 15 314 3113 0
Topside half-breadth .....csscccccssccaseseseces | dee ee . (16 Of15 8 15 O14 O}13 3 }12 0
Rising half-breadth.
Length of the lower breadth sweep........00+2. J15
upper breadth sweep.........++ {1
floor sweep aboverising.
Length on the first diagonal line................ [11 1]10 6/9 3/8 2}6 9|5 8|4 0]2 9]0 10
second diagonal line.......-.++++ 15 11 [14 10 J138 3 4M) 7 | 910) 71S 1 | Scie 1 oO
third diagonal line.......... sosee 419 5 IB 5. [1% O [lSy 6 113-10 111 6 P.O.0 1 Gath) oe
fourth diagonal line .........e6c [21 9/21 3 |20 5 }19 5 }17 10 ]15 10 13 3 |10 2/5 6
fifth diagonal lin€.......+ceseoeee [23 9 123 DY] a see ‘ , we [16 5 [12 2
OF SHIPS OF EACH CLASS. 6
] BODIFS OF THE SHIP OF 50 GUNS AND 10442: TONS.
IN THE FORE BODY.
| Distinguishing Characters of the Timbers....... | @ B K O Q S ¥
ft. in| ft. in.) ft in.| ft. in.| ft. in.| ft. in.) ft. in
Station from the foremost perpendicular........ |67 24155 6 |44 3.\22 1216 63/11 O} 5 5%
Lower height of breadth........ 5 cage thy okbarh! LL BM Se OLS 9 |18 114/20 3 |21 83/23 3
Upper height of breadth............ vid Sov oOeweLe [1MALOl (19:1) OIG 51120 3 |21 0 |22 o823 4!
| Height of the top-timber line...............000066 (32 0 [32 0 |32 331132 9 |33 1133 4433 gt
qT topside line.......... Sse Saw Reet | Oe oh 14/34...7 [34.11.4385 23/35 72
| cutting down line.....,.....0.06. | 1 S#{ 1 82 1 112).2.103}.3 102|/:5° 7 |'8 11
PARE MEON™ os bine cessor doses saov (LG | O Fae 6
| Main half-breadth............0.ce0e00 Bee sGided 19 11 }19 10 {1 ANN17 11 116 53114 210 41
Top-timber half-breadth...... bain + svebedtsn NStct 16 4 j16 2 415 114 7214 12113 4tl2 5
Topside half-breadth..........s.sesseeeees sedgaedd | Tike fe ode 21114 4413 112/13 4t12 5
Rising half-breadth........... ates cosh eprares soo f O40 7.5 alae 3
q Length of the lower breadth sweep ............ [12 2 [12 2 |12 OH11 110 6 ]10 3}10 7
upper breadth sweep............ 12°, 0 12° O 12 0 |12 O}12 Of12 O}12 O
i floor sweep above the rising..... See rising line.
i Length on the first diagonal line ......... rte 52) §. 2) & 6.]. 3.7.1.2. 83/2 60
; second diagonal line............. 10 5310 52/10 0|7 1445 9] 3 103) 1 33
: third diagonal line............... Sy) 1S be 1,}10... 744.8 1) }:60.9 3." OF
i fourth diagonal line ........ reese {LQ L1LEI9 114]19 015 3|13 4 {10 10317 6
i fifth diagonal line...........0006 24 3124 3 |23 6.119... 9.417. F315) (OTL 3
|
i"
' PU MMNTOR CHG APIAB ONS ops. 0 oscssye'etcnsinds'sseccicsceses Ist pied 3d | 4th 5th
Height up the middle line....... Rup aipiaie'yos sidae | S114) 8 53 12. 5318.4 124,.:2
Distance from the middle line on the base line
ia or upper edge of rabbet.....0..s.cesssceeseeee | 4 Of] 8 3HI2 GHI7 O
} Height up the side line.............s00008+ ioe vide > A de dee ami gilin 6
| IN THE AFTER BODY.
* Rising height is 11 feet 6 inches at dead flat; above which, all the other rising heights must be set off.
| Deter Ol Cie Tinihers,.......s00..c0ec5s00 } 5 9 13 17 21 23 25 :
i) Station from the after perpendicular,......... ». [72 73161 62/50 43/39 32128 13/17 OF11 52] 5 103
b Lower height of breadth........s.sseee0es cooesde (15 0 [15> 54/16. 55/17 9 119 -4 J21 33122. 5 23 8
Upper height of breadth...........sseecsescooeee 19 0 [19 2 }19 AZIQ 93/20 8 |21 117/22 9}23 OF
| Height of the top-timber line..............0.00. (32 1 {32 52/32 10 [33 7 [34 43/35 43/35 113/36 7
| topside line........ sisdessovvseoe | eve (35 1 (35-7. 137. 3. [38 03/40 54141 OF/41 82
i} cutting down line........:...... | 1 82| 1 82] 1103}2 6]3 915 11]7 439 33
| Pine * sy,..ssodcersossensr | 015 | 3) 241919
Main half-breadth..,.......s:sseseeseeeesseveveeee [19 11 [19 9 [19 5 {18 10 ]18 O}16 5 15 414 1°
1 Top-timber half-breadth...........scssssssssereee (16 4 16 3216 0 115 6F14 10 13 9 }13 1 }12 4
} Opee MAlEMOAUN.,......00sevserciecrsonconvas | ooo? (16 0 [15 8.15 1F14. 5. 13..2.J12..6,j1) <9
Mee phisinghalf-breadth .............scecsrcvcsscseeeee | 5 9) 4 1310 3] Outside.
| Length of the lower breadth sweep............. [12 2 [Ll 5 |10 83/9 103) 8 9 3}6 0/4 6
| upper breadth sweep............. |12 0 j12 O12 0 |12 0 {12 0 j12 0 j12 O }12 0
| floor sweep aboye the rising..... See rising line.
| Length on the first diagonal line............0.../5 1/410)4 4443 8]2 9]1 73/1 1/0 8
| second diagonal line ............. [J0 43/9 11|/9 1/7 7315 833 5)2 231 13
| third diagonal line............66. |14 11 [14 4]13 311 5319 0] 5 102}4 1/2 2
| fourth diagonal line .........6... [19 9319 23/18 2 116 33/13 7310 14)7 11)5 2
| fifth diagonal line........ss0000.. [24 2 |23 63/22 6 /20 10 [18 4 |14 10 112 73/9 9%
|
|
|
7 TABLES FOR FORMING THE BODIES
BODIES OF THE 40-GUN FRIGATE, CARRYING 44 GUNS AND 1189 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers.......
Station from the foremost perpendicular........
Lower height of breadth......... rier ecaceve
Upper height of breadth........... ehibe dont ils
Height of the top-timber line ......sseceree te
topside Tine ssc.chsneshs Bos shiva
cutting down line.....seseeeeeves
TISINT JME sss divest ee eeecgecevecs
Main half-breadth........ otbdeces oe seveseeeees + {2
Top-timber half-breadth.......ssstesesesesseees ;
Topside half-breadth.......... sidekedabonees ob dad
Rising halicoren diss boy secsancssakeeh cneas ey
Lengths of the lower breadth sweep........6...
upper breadth sweep..... eBeees
floor sweep above rising.
Length on the first diagonal line........s..s00s0
second diagonal line.............
third diagonal line ...,......006
fourth diagonal line...........06
fifth diagonal line.......... iéboee
sixth diagonal MDE cian koncndss
IN THE FORE AND AFTER BODIES. 5
.
Names of the Diagonals........ diese poekeey: 1ibdahes oh « )Sist 2d 4th | 5th | 6th -
Height up the middle line............. iivecukue| 6 136110 Malis. Qt 19 6 |23 8z128 0 i
Distance from the middle line on the base line ;
or upper-edge of rabbet.25.0.0...teiieteccedatep © OFS LSth7-s<1 F
Height up.the side line..2..1..4...se0es bene sa are ods aide bo QS: Fees s
Numbers of the Timbers .......scevseees c¥edese tes
Station from the after perpendicular,...........
Lower height of; bréadth 26.05.10. .scveccesseoses
Upper height ofbreadth.. 2si510. 48st. ccs
Height of the top-timber line........ SR Ee
topside line........... Wqacdea tents
cutting down line .......sssse.se.
rising line.
Main half-breadth.......... Se aslenee Geil ste ns rages
Top-timber half-breadth........ Se oy Eee ose
Topside half-breadth ..........s00+ Cveecsoveecees
Rising halfbreadth. ‘
Length of the lower breadth sweep ........+000
upper breadth sweep .......4. eee
floor sweep above the rising.
Length on the first diagonal line........... Beers 83 3
second diagonal line..........+6« 75 9
third diagonal line..........0+8- 57 13
fourth diagonal line’. ide Ineee are 6 17
fifth diagonal line...........0.0+ PAS 0 20
2 22
sixth diagonal line....... eoeceses
ios)
OF SHIPS OF EACH CLASS. |
TT ER SEEN ECR TR NES A EAT EE YT RR AS A S|
BODIES OF THE FRIGATE OF 388 GUNS AND 943 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... | @ C G iG P 7 Ww Y
St. in.| ft. in.| ft. in.| fe. in.| ft. in.| ft. in.| ft. in.| ft. im
Station from the foremost perpendicular ....... 64 0/52 63/42 411 133 33/93 8 114 OF} 9 23) 4 5
Lower height of breadth..........scesceecesees oo (7) 3.117). 3. f17') & 418) O.419,..2. 120. 11./22. 1 /23..8
Upper height of breadth .........ssccccessseeeee (19 2 {19 2119 29 5 20 0/21 4/22 2 |23 8
Height of the top-timber line bsp oe Genes Ges chan » (27 5 127 6127 7 (27 10 (28.1 |28. 4/29 0/29 4
PRORUBIIRE 65 icici chvobe des ddeyed | Cees ae see (30 | 6.130,,.9. 131. 40. [31 8! [22-0
> cutting down ioe LGecugn ae etl ib; 2@ia;2)r] 2 43.3..0}4.6/6 0/7 8-5
rising line...... vreee cocsccsccccees’ | L°O] 2 <Q) 1 | 5} 2s 431.3,.10
Main half-breadth....... ... Sis dh- ofan sd coctepie. (19s) SIIOs} DBAOL) VS), 9.117... 7, 115..-3 413-..0, 1-9
Top-timber half-breadth ........... Paitsaihes ae bh ot 16 10 116 10 }16 10 16 7: |15 10 14 4 ]12 11} 9 11
OME DOUUPOOIUL t45) 5. das noms siviecddoonag sah: | eee 4 ose (16 | SHLD Sdd. 2.113. .O, [LOS
Ut SS Ue a ae too P| OPSLEG | 41618) 41.2.7
Length of the lower breadth sweep......... abeg (13;/ 3 113), @ 12) & [10 110,]10...9 .NO6 O}1l O
q upper breadth sweep......... ooo (LZ, O 112° O J12 O }12 O.}12..0.}120 2.0
j floor sweep above the rising..... |10 10 {10 10 |10 10 |10 10 |10 10
Length on the first diagonal line............... »/{911/910/9 7}/8 9/7 7/5 7)4 4) 1 10
second diagonal line..... Ges (15 4115 3/14 8 16 9 }11 5}8 9}6 8] 3 10
third diagonal line............ oe [18 6 [18 5 117 11 [16 8 |14 10 j11. 8) 9 2) 5 10
a fourth diagonal line ...... ookbpee 120i, @ 1iGibs ope oo! JERR ON ZTE
sss ————eoooooooee=S SE ———————————eeEeEeEeEeEeeeeeee————=
IN THE FORE AND AFTER BODIES.
Names of the Diagonals.........ssesssseeees Pay tees
Height up the middle line...............eceeeeee f
| Distance from the middle line on the base
| line or upper edge of rabbet .............000+ ;
| Height up the side line ..........seceeeeeeee: ues 0 10119 615 6
| | ; IN THE AFTER BODY.
Numbers of the Timbers,...........sssceceees a 1 5 9 13 17 21 25 27 29
rt : aaa ps = Soiiat
| Station from the after perpendicular............ |70 32/60 8 |51 OZ/41 5 [31 #22 2 {12 63 7 83/2 11
| Lower height of breadth...........sseeeegeeeeee (17. 5 [17 G17 918 4]19 2 |20 6 l22 3/23 4|24 41
| Upper height of breadth............ pabdseadt aati 19 2}19 2|19 4 |19 7.120 0 (20 11 [22 3 23 4 }24 4%,
| Height of the top-timber line..............0... |27. 5/27 9 [28 2 |28 6 {29° 0 |29 7 430 6 {30 10 [31 .4
| IG AIDE 5 sa sniss shave ob octmasend | bee 1308 [S081 LSh. -SH31s .9 1320, 443303! 1337134 1
cutting down line................ | 111{/2 0/2 2}2 4/2 9/4 0/7 2/9 8
| TISING HNC.+cs4..ccsessorecceeenee | 1 Of 1 1] 1 6) 2.313.716 4
| Main half-breadth...... tecccveccvencssccsesecvesee 119 2/19 14/19 O18 818 O}17 O15 5 114 3HI3 2
. Top-timber half-breadth..... sescesecsoees 116 10/16 8 [16 52/16 2415 8 [14 11 113 8 [13 0 }12 3
i ‘Topside half-breadth..... sohilers soccceeces oeeeeee Seb 116172. 1165) O15. O15.» 92> os 13 31S "e 1 10
. Rising fialf-breadth............csccccseseees ees TS oe & Vb Ae 3. O° 0-7
DI Length of the lower breadth sweep ., secceeere (13: 2113 O 112 O2Z110..0.].8.11-1 7° 8]6 92 5/3 10
tt upper breadth sweep... a seeee (12 OF12 O12 O12 Of12 OF12 O 712 0/12 0 }12 0}
floor sweep above the rising...... |10 10 {10 10 {10 10 {10 10 J10 10 j10 0
Length on the first diagonal line... sites’ | O12101 9102) B 1G. O00, 1-85.24) Boe Ser SON es Se") 1! 3
second diagonal ling. 6.8.4. 15 4/15 3 |14 1013.10.12 .349 576 1) 4 23) 2 0}
third diagonal line.......0....00. 18 “6 ]18. 5 |18 O17, 1]15. 4/12 4}8 8)/6 2/3 3
fourth diagonal line,............ {20 0 /}19 11 }19 6 |18 O]17 3]15 1]ll1 51810] 5 3 |
ith diagonal jines..$423540004).0] PAG LPH 8] OG di ioee beewvntefel epee ES PSH 9 ]
(b b)
9 TABLES FOR FORMING THE BODIES
BODIES OF THE FRIGATE OF 36 GUNS AND 877 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers.......
un.
Station from the foremost perpendicular........ 3 $i
Lower height of: breadth :272., 4.0 ts, Wee Ue es 24 7
Upper height of breadth............. Seececeecese 24° 9}
Height of the top-timber line...........eeccecees 8 7%
topside line ......s.00. pe ae dake k 6
cutting down line.........ssesees
TISUAS LEME sb. spoke deanaee tad
Main half-breadth....... bosdhth ahs s ctchwetocstaaet 8 3
‘Top-timber half-breadth...... beeecesererscesecees ag
‘Topside half-breadth............008. bil Bc lese 9 10
Rising half-breadth...... pavtecethas sth desbs ctketen
Length of the lower breadth sweep ........... : 0
upper breadth sweep.......0.... 13
floor sweep above the rising..... See rising line.
Length on the first diagonal line ..........00... | 9 4}9 3 0 8
second diagonal line..... scowet et ISRITZIBH Get 4 4 2 8t
third diagonal line........+ee0606 [17 0 |16 10 |16 + 4 7
fourth diagonal line ........ee006 19 4 }19 13}18 8 = 6 SE
fifth diagonal line..... sovssscance” (20 102/20: 9120 | 5 i wu
IN THE FORE AND AFTER BODIES.
Names of the Diagonals ofp2.. J .aditvssessbu owes ‘ Ist 2d 3d Ath 5th 6th
8 O12 Of15 8 lig 2:22 2 las o
es 3
Height up the middle line.......... de cerddecvvence
Distance from the middle line on thd ae line
or upper edge of rabbet..... sabihisths nocesecod | UC) MNS (2 8. 11
Height up theside lin€. 3...63..053 50) sb0d. see
Numbers of the Timbers........ er
Pesos
vesesseseeee 58. 5 148 9 130 1120 5 }l9 9114 11 110 1
Station from the after perpendicular...... 1
Lower height of breadth...... BOLE Oe sights oid s-oiate eeee (17. 5H17 OF]18 «65 19 3 120 4/20 114,91 8t
Upper height of breadth........ ceeevoeeeecevececces veoee (18 102/19 1 [19 53/20 13/20 11 121 6 \22 °1
Height of the top-timber line....... Cenvvocsbaccdesseoccs! (272. 4)1278 8° 128% -1 (28. 8:420.-.4, 80" Segoe
topside line..........008- AOE EA seseeee [29 © 13/30 03/30 6 [31 1 31. 97/32 13132 7
cutting down Jine.......cccccecsocsocseree | 1 81 110)2 4313 615 42 6 103 8 9
rising line: *...fgreu¥elaMovdppeCocstadech| ae eamtae eOiEs 70
Main half-breadth.......... ek at. othe Sack avelevotcioe’ {18 O- 191! GE18 1: 1417... 5116-5 15> O 1 Seg
Top-timber half-breadth..........escee0. evesvocccvccseass 10) SE16) | GHIG! 1. 115..5-)14..6413- 10919 “ae
Topside half-breadth.........4.. jeachidesdbsccbbeotecedeaecl| ne SLOSS ALS (825.0, 142. 01a oOR ions
Rising half-breadth .....ccssceveeceees ds dhe sdb ah skasdvcest |e LPR Le Outside.
Length of the lower breadth sweep......csesscececeees 124; 73412 1) 0; 1104 6..4.9) 12 716 9]5 Qt
upper breadth Sweepiice 00h 6) oe soseeect LAM SHINS FH [L44) 3. A... .3-|1 eS A es
floor sweep above the rising..........+8 See rising line.
Length on the first diagonal line.........secesseseseseeee | 8 1018 3|7 1/5 633 9] 210] 1 112
second diagonal PoP M ibe 13 4/12 5]1010}8 93 6 4/5 O13 62
third diagonal line ............5. cecsevees 1G 42/15 52/13 102/11 103} 9 2] 7 7215 Qt
fourth diagonal line........ceccecseeeeeee [18 103118 8 |16 8 [14 92112 3410 8] 8 gt
fifth diagonal line........ cevecesesesceeee (20 8 119 11 [18 9 17. 23/14 11 |13 > Szil 8
sixth diagonal Timp iae 5 tadG onde ene eee pee eee eee 19 p?, 18 0 16 741
* Rising height is 12 feet at dead flat; above which, all the other rising heights must be set off.
OF SHIPS OF EACH CLASS, 10
BODIES OF THE FRIGATE OF 32 GUNS AND 710 TONS.
eSSSSS&SS—es=—=—=$@>0—00 eee
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... | @ B F K O Ss U x
: St. in.) ft. in.) ft. ind ft. in. res in.| ft. in.| ft. in. fe. in.
Station from the foremost perpendicular........ |58
4 |51 112/42 84133 53124. 22114 114]10 4,5 82
Lower height of breadth........ sovcccsevsoevveee (16 1 [16 1116 32/16 10417 10 119 62/20 8 ]22 0
Upper height of breadth....... coevevsevssecsesee LZ O17 9 {17 O18 O f18 10 720 3 j21 1422 4
Height of the top-timber line..........-....6006. [25 8 125 8 (25 9 |25 103/26 3 |26 8 |27 0 \27 4
IREeE MNES F714 9. Pee et eaed eee ose «+» (27 102/28 3 [28 8 |29 0 |29 4
CUtaNs GOWN Line ..0.d.ccsecdesee | 1 GY 1 EG 41..6) 1°94265-1.3°10 P51 G6
MISE i castcoesssckfeicnssacds! coo” | OF SH SUZ 747.119. 41
3 Oe ST oe eS a ~ {17 S77 5 17 5117 4116 7414-7 |12 8)9 6
Top-timber half-breadth.........cscecsceseseeeee [15 6115 6 115 6115 3214 11 [13 11 12 9 10 8
Mopeidemalsnresdth 5.0...8. 0.60... cesvevescveses! | vous vie ve (15 0 [14 8 |14 013 3 [ll 7
PA UEPOBOROED 5.0050 ,-0cccsesessvsprcessonees | 4 3 | 4: J} 2 108 CE.) 3-112>.0
L Outside] Outside
Length of the lower breadth sweep.......66.6 [15 1 415 0 [14 62/12 10 |11 4 |10 9 |10. 8 }10 11
Length on the first diagonal line.......... omeceeh 20 S82 SS Ted SN Pe Och. G. GAL Sy..Ontl Ste boo
second diagonal line............. |10 10 |10 10 10 719 112)}8 8|6 7}5 1]211
third diagonal line............... {13 8 {13 8 {13 4 |12 6|10 10/8 5|6 8/4 2
fourth diagonal line.............. [16 11 [16 11 }16 8 |15 10 }14 2])11 6|)9 43/6 6
fifth diagonal line.............66 [19 5 [19 5 19 3 ]18 817 4]14 7 }12 43/9 O
IN THE FORE AND AFTER BODIES.
Names of the Diagonals......../....se000.6. | Ist | 2d 3d | 4th | 5th Ist | 2d | 3d | 4th} 5th
Height up the middleline..........] 7 5]|9 9 |12 2}16 1 j20 8
Distance from the middle line on the
baselineorupperedgeoftherabbet | 3 11] 8 O}12 5] «. ae \ A.TPMG V7 30 4
Height up the side line .............. wwe LU) fear doe 1) She Ob Dinh ape 5 wes eve .. |'4 8410 8
IN THE AFTER BODY.
5 10/9 312 818 54122 10
After Body.
Numbers of the Timbers...,.... Av... deanna pes 27 29
Station from the after perpendicular........,.+6 8 9114 2
Lower height of breadth.......sssssecsessenseees 20 8 121 6
Upper height of breadth........s.sseesessemwaees 211 [2k 10
Height of the top-timber line.......+...sseeeeeee 28 6 /28 11
topside lin€........sececrsereceeees 31 3 |31 8
cutting down line........seccsees 8 7]1ll 9
BIBUNS LINC cic. ob scccccccecccssveges
Main half-breadth............-00+. sobeinsovdeddeees 5t 13 8 }12 10!
Top-timber half-breadth....... WU dedas Sehccesecs 8 Oi f/l2e1 SHEL 8
Topside half-breadth ......ssssseseeeeseeneveeeees 3 4]11 10 }ll 4
Rising half-breadth ..cscscseerssersesessevevvevens
Length of the lower breadth sweep.......+e+00 Srv 7 4) 1
Length on the first diagonal line.......... oBeded b 13/0) 8
second diagonal line........+000. oe ae a
third diagonal line.........s.+a0. 3°74 2 11
fourth diagonal line......sseeee. BuO) 5. 3
fifth diagonal line......sseeseeses 2°7)10 3
it TABLES FOR FORMING THE BODIES
BODIES OF THE FRIGATE OF 28 GUNS AND 594 TONS.
IN (THE;FORE BODY.
Distinguishing Characters of the Timbers....... 8 D H M Q U xX
St. in.| ft. in.| ft. in.| ft. in.) ft. in.| ft. in.| ft. in.
Station from the foremost perpendicular........ 54 6145 6 (36 6/27 6/18 619 6)5 O
Lower height of breadth..........6+ plots cllele's aalee' 12 10 j12 11 }13 3 14 3 [16 1/18 419 7%
Upper height of breadth........sceereseeeees vee (15 915 9 HS OF16 2H17 1418 7119 8
Height of the top-timber line......... abies spun ds 24 1124 3 (24 6/25 0 (25 74/24 5 |26 10
topside line... ....<s. obeoshends tee cee seo J27 15,128. 02/28. 10 129 oe
cutting down line.............] 1 8/1 8/1 9) 111)2 614 61/6,7
FISING [LINE <. 34, 000500apedeh OE Bal aS @ et & (OA-70
Main half-breadth: .¢. 4, 23.2353. a ssdebeeaesceldde’ 16 6 |16 6]16 4/16 0 [14 Q211 10} 8 11
Top-timber half-breadth.........+s+.06- to: . [14 5 4 5 114 3/14 0]13 6 ]11 6/9 3
Topside half-bregdtbhsi.6.°45). G0. dstiges. baie ab | Cage vee coe {13 11 [13° 6 [11 a
Rising half-breadth..,.).....0.cs-scscccnssldvoseaeoe,| 4310/4 © ;OR| 2 \GE) & 17
7 Outside
Length of the lower breadth sweep............. | 9:.2]8 11]8 4/7 9/8 219 4|9 9
Length on the first diagonal line..........06. cesa | & [OL h Tel F182) % (0.1 5.1 13 leat sane
second diagonal line....,.....+6. 11) JO}LL Stil 2]10 2}8 4/5 713 5
third diagonal line...........006 14 103/14 9 ]14 4/13 @]11 1]710|)5 4
fourth diagonal line,...........6 17 217 1416 8 15 6 |13 6|9 103)7 2
fifth diagonal line.......+4 Ay teed were ti ads dd. (15... 5°11 Oct Bice
ooanane=aooaoannqqqqqQqQQoaaeeee eam
IN THE FORE AND AFTER BODIES.
Names of the Didgonals ft....osbnscsnsceecce peices ene sidet Ist 2d 5th
Height up the middle line...... ae: fs aS “17, 2]10 1 19 3
Distance from the middle line on the base line
or upper edge of rabbet............. ieeeepeswes 5 10 }10 1
Height up the side line..,......2..4+ ees BleddeccB]t : cee ons cnn 10.0
Numbers of the Timbers......... esd Pht Poe .
Station from the after perpendicular............ |60 6 |51 6 [42 6 133 6 24 2 0
Lower height of breadth......esssseeee sececeeees (12 10 113 4 {14 O [14 11 j16 20 4
Upper height of breadth.....ccssseeee seeeeeees 15 9]15 916 016 7 {17
Height of the top-timber line........+.sseeseoees 24 1/24 4 \24 6 |24 11 {25 271-8
topside line....... aig «Sah ibaa Oe 2 aoe J27. 8/27 10,128 | 3 [28 30 11
cutting down line€.......eeceesese (St) Py 1 ah] 2) 4.4.3
rising line ..... be seccsacnveesaceecs 0 5;2 51] 6 11 {14 10 q
Main half-breadth......sccccscscesrevevsceevcereee 116 6 116 6 ]16 3 ]15 9 {14 11 ee
Top-timber half-breadth......ccseccsesssecseveeee [14 5 [14 4/14 0 113 6 12 10. 4
Topside half-breadth........ sesccccccccoccsssecee | eee 113 6 [13 3 |12 11 {12 10 2
Rising half-breadth...,...cccssseerrcossvecs sees] 4 1:51 2 HILO D9} 7 O ‘
Outside | Outside
Length of the lower breadth sweep........0.. | 8 9/8 2/7 8/7 3:16 393
Length on the first diagonal line...... csvocseres | 8 OF 710: 7.3.16 4) 4 1 0
second diagonal line.........6... [11 8 j11 4]10 5/9 11) 7 Low
third diagonal line..........6.... {14 82/14 4/13 6/12 1 |10 2°6
_ fourth diagonal line .......+e.66. [17 O }16 8 [15 11 ]14 82)12 4 0
hitth Giagonal line... 6d. csiccetes fe co cep LAR eee ode 6 10
OF SHIPS OF EACH CLASS, 12
BODIES OF THE FRIGATE OF 24 GUNS AND 513 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers......
~.
~
~
Station from the fotemost perpendicular........
Lower height of breadth ...........s.seeee. aytet
Upper height of breadth............ UMS ENE 3
Height of the top-timber line ............... weve |
topside line.........06. ba eecsedeoes
cutting down line......... oc e¥os ve
Ra Se Peer bee
Main half-breadth.............004 vt eedees secedene
Top-timber half-breadth....... ea dsceged iscebigee
Topside half-breadth............seseseeve hevenese :
Rising half-breadth .............000. Ueaecsessceses
Length of the lower breadth sweep.......... eae
upper breadth sweep............
Length on the first diagonal line................
second diagonal line............
third diagonal line........ saseves
fourth diagonal line..............
fifth diagonal line .............006
8
9
4
6
8
0
2
— =
. IN THE FORE AND AFTER BODIES.
Names of the BDIMPOUIAIS pov eaceNeVendcavers sspcstebendacs Ist 2d 3d | 4th | 5th
Height up thé middle line ..........cseeeeeees wee | 7 G10 0 ]12 Of15 6 }18 4
_ Distance from the middle line on the base line
or upper edge of the rabbet .......... socceneee | 5 10 {10 O [14 10
Height up the side line...... Pitre Ak Se ME OM Oe oes leant Ae Bebe F.. 8
IN THE AFTER BODY.
sO ee
Numbers of the Timbers...,........00000- Sibebas 3 7 11 15 19 23 25
Station from the after perpendicular.....,...... [52 0/43 0 [84 0/25 0}16 017 0/2 6
Lower height of breadth...... aemoay ates suopehee (LS EO LS ES LG 9S! [15 2G Ph 7B: 116 iF eG
Upper height of breadth........... rie Sy: Sree ehe a: (hoe 8. (EE 1G ON IGT Both Fes Gof kB 6 O PRG
Height of the top-timber line..................4. [23 2 (23 53/23 10 [24 6/25 3 [26 0/26 5
MINPAIOG HNC, 22+. 0400. sdtes cage ins we» (25 112126 10 (27 6 |28 3 129 0129 5
cutting down line............ pee yh PO (tO iS fo aun k 6e bY oO
MEAG «soho evscresacysoceet biped PO
Main half-breadth.........,..c.cscccsscerscescvees (15 72/15 6 [15 0 |14 6413 3 111 9310-10
Top-timber half-breadth..........scseecesscssseee (13 8 [13 5 [13 0 [12 5 11 77/10 6) 9 11 ;
Topside half-breadth........-.sesseee thossecestss oda pad pO LS LE LOH 2 140-9 2-1+ «6
SEPTUM IMAL, 5.) 025:2.5cicssrccecprqsesscdes. | & | 0) 5 '4
' Outside
Length of the lower breadth sweep.............] 810] 7 1/6 5|510)5 0}3 9| 2 10
upper breadth sweep............ | 9 10} 9 10/9 10/9 10) 9 1049 10/9 10
Length on the first diagonal line........... savacg | 0. Pe te ho. 192) 4 p45 $O-1 Da PSs
second diagonal line............. |11 4}10 7/9 4])7 5/5 34/2 8/1 3
third diagonal line..........6.66. [13 10 [13 1411 93)910)7 4)4 0/2 0
fourth diagonal line.............. 15 9 |1I5 2|14 1}12 2}910/6 01/3 4
fifth diagonal line................ [17 4 {16 9 |15 10 14 5 |12 2/8 10]5 8
* Rising height is 10 feet at dead-flat, above which all the other rising heights must be set off.
15 TABLES FOR FORMING THE BODIES
BODIES OF THE SLOOP OF 18 GUNS AND 392 3; TONS.
IN THE FORE BODY. ;
Distinguishing Characters of the Timbers...... ie) D 6 M oO Q R
: St. in.| ft. in| ft. in.| ft. in.| ft. ind ft. in.| ft. in.
Station from the foremost perpendicular........ 43 9 (34 6/25 2 j15.11 111. 3)6 544 4
Lower height of breadth...... 9 cvisevoescues vooee (12 4412 6 [12 114/13 9 [14.4 115. 0 f15 6E
Upper height of breadth ........ vis Flee Ms oid eos 113 9 113 10 14 2 14 8E15 1215 73415 114
Height of the top-timber line............00se000s 21 0 j21 O821 14/21 4421 52/21 8221 102
topsidelime 0a), 2...585, olive velnsed pay oo. [22 42192 7 192 82i92 114/23 12
cutting down line .......ssceseeee 115} 1)6| 1798) 2 18.1.3. 64 4108} G0
rising line ete hi adbicee dewettaek Well | O 103} 3 112/i1 62
Main half-bréadth sGicpi ees tiie Oue Pa aed cooee (14. © 113 108713 G3]12) 71/1) 721.9. 63) 7 83
Top-timber half-breadth .......ssecsessevees eesead (18) SYL3!y HG lS DOMIB R11 5 | OLS) Bee
Topside hal&breadth...0..Qvecieve bleeds oad ved 45 ore (h2 10812 Patil (6530 228) Goa
Rising half-breadth.........c.cseseees ieee bv eweonst $1'9}3°21) 0481
Length of the lower breadth sweep ........0 vee JLT) 6 [11 2510 22) 8 > 43,7 7,6. 88 6 5
upper breadth sweep............ JI11 O {11 Of1L Of1L Of11L Of11 Of11 0
Length on the first diagonal line..... estten.t 60/5 9/5 O24 0/3 1311 810 7
second diagonal line.....se...... | 9 2%} 8 103, 7 102} 6 34) 4 113} 3 3212 0
third diagonal line.............45 11:12 11) 62]10; 63) 8 8317 215 28.309
fourth diagonal line.............. 14. 0 {13 83/12 104/11 1]9 617 41/5 of
fifth diagonal line.......... S438 15 33/15 Of 14 42/12 Ont 519.2] 7 54
sixth diagonal line.,............. {16 0/15 9 [15 3 {13 113/12 820 53) 8 64
IN THE FORE AND AFTER BODIES.
Names of the Diagonals.......... PS RE vo Sep otst ad 3d 4th | 5th | 6th
Height up the middle line............. wee | 4 102).7 6310. 5 [13 Q2HI5 5 |L7 GF
Distance from the middle line on the
base line or upper edge of rabbet..... | 5 43/8 4 |12 6}
Height up the side-line:..%. :....%..... dee . bea ee Sal 5 10 8 112}
IN THE AFTER BODY.
Numbers of the Timbers...... eo dare see eft A Pe 6 10 14 18 22 24 | -26
Station from the after perpendicular............ 49 5 |40 0 ]30 8 j21 EF SO RD A “
Lower height of breadth ..... ae eee weoe [12 GE]12 10 J13. 6 [14 53 15 93116 72317 6
Upper height of breadth .........-.eeeeee do suien « 13.10 ji4 1/14 7 {15 471 3 5317 1 17 9
Height of the top-timber line........seeseeeeeee8 [21 12/21 44121 Q [22 , 22 9 |23 03/23 4
topside Tine. év..00. essuse. soe eevee [22 43192 723123 0 [23 5 24 0|24 31/24 7
cutting down line ..........se00 L 62/1 102} 2 63) 3 103 02] 7 84
rising line’ *').é2. seseverecses coven | 2 GF9 6
Main half-breadth.......000sceveeses bile Geechee 13 112113 83]13 2 12 33 11 OF10 2 33
Top-timber half-breadth.....s..cesecessssseseees ~ {13 1s}l2 OF12 B211 53 10 3419 6|8 7
Topside half-breadth......cesccccdecsovsessecvseee {13 1FI12 OFIZ 311 53 10 13}9 328 4
Rising half-breadth....... Senedevtanes eveccccvcces | 2/41 1 1 Oi} Outside
Length of the lower breadth sweep............. |10 10] 9 103} 8 10} 7 616 9}|510|4 713 2
upper breadth sweep..........6. JIL O11 O11 O jl Of11 O f11 Of11 Of11 O
Length on the first diagonal line sé she... 5 915 O28 4 OF 2 11Z/2 421 OF 1 O10 5E
second diagonal line.........0.0+ 8 9|7 936 33/410) 4 0] 3 12/1 1030 gt :
third diagonal line.............. [lk (6.0, 7:18 1h] 7 V6 1 4 118) 3 52) 1, 53
fourth diagonal line.............. 13 8 }12 11 {11 734) 9 63)8 5217 2/5 6] 2 10 :
fifth diagonal line............... [15 O14 5313 5211 8 10 6/9 1317 44 4 7
sixth diagonal line.....e00006 [15 OF15 4414 632/13 2 |12 23/11 03/9 42] 6 102
* Rising height is $ feet 103 inches at dead-flat, above which all the other rising heights must be set off.
OF SHIPS OF EACH CLASS. (4
.
BODIES OF THE DENMARK YACHT OF 10 GUNS AND 218 TONS.
ee
IN
THE FORE BODY.
Distinguishing Characters of the Timbers...... ®B B D F H K M O
' ft. in ft. in.) ft. in.| ft. in.| ft. in| ft. in| ft. in. ft. in.
Station from the foremost perpendicular........ 34 4130 5 )26 1/21 9/17 5]13 118 9] 4 5
Lower height of breadth........... duhledva #6 sree | 9 L1E] DO 113/10: 03)10 23110 6 J10 11.Jl1. 5 jl2 13
Height of the top-timber line............, veoovee (14 43114 5 [14 52/14 68114 8h14 11 ]15 QHI5 64
topside line........... ae a 45.0] G.. +5 obs w. (16 O3)16 3L16 63/16 10%
cutting down line..........seseees ,6)/1°6]1 671.7) 1, 8-.1 IR 2 8 ;
Maiti Hal Dremeriniats. ss... .cnckcccseseees edevese {11 6 11 | 5311 | 4411 3.}10 10 | 9 112) 8 43,5. 7k
Top-timber half-breadth............... sevcsseovee (LO. 7] 0 6310 6210 43/10 03)9 53)8 43)6 4
Topside half-breadth...... eprebpoeneseacs boo vebass |. eee see ove eee o- 19. 6] 8. 721 610
Length of the lower breadth sweep.......... | 8 418 3318 21)8 O| 7 73) 6 103) 5 10316 1
upper breadth sweep.........-.. | 8 4] All
Length on the first diagonal line ....... Res ~|5 WS 1/5 of) 41114 824 4/3 43) 1° 82
second diagonal line............. | 6 93/6 83}6 7/6 4/5 11]5 22/4 14/2 2
third diagonal line............... | 8 74|8 62) 8 43)8 OF 7 5116 62)5 2)2. 93
fourth diagonal line..... Sas Fe 10° 34/10 22110 02}9 919 2]8 03}6 54.3 9}
fifth diagonal line .......eesee0e08 [IL 3 {11 23/11 1 {10 10410 4]9 3117 6] 4 8
IN THE FORE AND AFTER BODIES.
Names of the Diagonals.............006 idiicsbostte 1st 2d 3d 4th | 5th | 4th | 5th
Fore Body After Body
Height up the middle line................ | 5 6|6 61/7 63/8 102/10 14) 9 104/11 82
Distance from the middle line on the base
line.or upper edge of the rabbet...... | 2 112] 6 41/10 52
‘@ Height up the side line ............ paetnee aes oe FOR EEE SE PO BY 5 GF
IN THE AFTER BODY.
Numbers of the Timbers...........0.++ “OMA APS 2 6 10 14 16 18 20 22
| Station from the after perpendicular..... seseree (46 10 [38 2 129 6 120 10116 6 }12 2171013 6
| Lower height of breadth........... er, tae 10 0 }10 2/10 6 fil ON11 43/11 QF12 3 12 93
a Height of the top-timber line.............4 cooee (14 6 14 8 ]15 O15 32/15 1LOZ1G 23/16 7H17 02
a en Cl Ch a ee werd Cae eee (16 O17 3217 TAZ LIZI8 4418 gf
cutting down line..... ee coe | 1 73L 831 OF 2 32-2 913 614 82 6 112
' . Main half-breadtin.......cecssesceesseeeees coseeeee {LL S311 4311 O 110 610 259 919 338 9
| Top-timber half-breadth.......-ssseseesesseeceeee [LO 6310 53/10 13/9 8319 4319 0] 8 63.8 OF
| Topside Half-breadth ......,.ccsscssessscecvcvesen | see « {9113}9 619 2)8 9/8 337 gt
Length of the lower breadth sweep.............. | 8 44] 8 43) 7 113] 6 114) 6 03) 4 11%] 3 93] 2 10
} upper breadth sweep ........... .|8 4} All
| Length on the first diagonal line................/5 1/5 0|4 83)4 12313 73)}3 0/2 2})1 13
| second diagonal line.............| 6 93)6 7/6 11/5 2/4 53}3 63/2 53u 1 1
i third diagonal line..,... natdedes ~ (871837 8316 65 8) 4 6)3-d4,1.5
, fourth diagonal line.............. {10 91/10 62/10 0]8 91)7 11/6 815 2/3 OF
fifth diagonal line.......seseeeee. WAL QO jit 310 32)9 7)8 72,7 3)5 34
15 TABLES FOR FORMING THE BODIES
BODIES OF A BOMB VESSEL OF 12 GUNS AND 298 34+ TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers....... yh A E . L N
St. in.| ft. in.| ft. in.| ft. in.| ft. in.) ft, in.
Station from the foremost perpendicular....... . [36 3 |28 9 \20 9 ‘8 914 9
Lower height of breadth....... be {baie Meas thet 9 103} 9 112110 7 13 65 6
Upper height of breadth......... be oleht dire toot Re 11 7 4tt 72d 11 14 2 {15 10
Height of the top-timber line ........seseeceeees 17° 72}17 102/18 32118 19 319 9
topside line........065 dsdesdtdees eee be 20 5 {20 102
Cutting down lin€....csceceseeees L | 1) oe 4 3 04 74
rising line...... 5 Side oe de tlhe Sastre’ 0 5/0 6/1) 0 3 445 4
Main half-breadth 37. 20. ;. ts dees ettedsanes ssoase [131 118156 113 12 il Of}; 8 72
Top-timber half-breadth .........eseseseeeeserees 12 | 6.112 | 6,}12 52 10. 6) 8 7%
Topside half-breadth,
Rising half-breadth ..... Penis AB TS SE ie 4 4% 4 4}] 3 10 0 11
Length of the lower breadth sweep.......+00.++ 10 7.}10 4} 9 10];9 9 10 }10 9
upper breadth sweep......... 2 112 | G 12 16 |e 6 12. 6 jt8ni6
floor sweep above the rising... |} 9 9}9 0|9 O01] 9 9 0}|9 0
Length on the first diagonal line,..........006e6. | 6 63] 6 5416 OF 378s). ak
second diagonal line........+...- 11 5 |1t) 32110) 7 7 3 |4 10
third diagonal line ...........e06. 15 0114 10214 3 {12 10-73] 7 102
fourth diagonal line...........066 17 7 )17 53116 1 13 5 418. 5
IN THE FORE AND AFTER BODIES.
Names of the Diagonalsis.. 4.03 We ste otidicecre ds seooeee | Ist 2d 3d 4th
Height up the middle line...... eo Mitverstiecho pos | 4 L410 03 12 PO? 105
Distance from the middle line on the base line
or upper edge Of rahe... wessserscdiecr sts) 1401193 13 G
Height up the side Jine............0s0enes SCA boa «ke opeivh 4) im
i ———————————————————— — ———————————————————— COO ee
IN THE AFTER BODY.
Numbers of the Timbers .......-.. Prey, ABS 5! 1 5 9 13 17 21 23
Station from the after perpendicular,........... -|47. 7 [39 7 {31 723 7115 7)7 713 7 aa
Lower height of breadth .......secccscsesssencee | 9 11 [10 2 10, 8 ll 6 {12 OF14 6 ]15 7
Upper height of breadth.........cc.cccesseecscee [LL ZA[LL S311 113/12 63]13 6 [14 103115 10 “a
Height of the top-timber line..,......s.seeee06 JL7 7E{17 O38 1 [18 6319 3 20 13/20 7
topside Hine Ss .ih..ddudiesnch gust palace 43 4.3 -. (20 4]21 2%a1. 8
cutting down line..........se08. of BEE 4] 83)2 32) 3. 3.).4.. 73).5' 57
rising lin€.,......c..cseossseessceses | O 6310 11} 1 83/211} 411 1.7 10] 9 10% |
Main half-breadth......sseccsececsssvseareeeseenes [13 6 [13 5 J13. 12/12 7 [11 63/9 517 0
Top-timber half-breadth...ccsccessscsssecesenvees (12 GEI2 4412 OF11 6 110 6] 8 33/6 4
Topside half-breadth ........sse00es LalbiessGedecle 1% sec GMaMeR IP Mites 1017... 5110. 2.3.18 00816 ie
Rising! half-bresath’. dose. Bis hie doce tecete de (4 4e)4 33)3 OF) 2 112) 1. 73
Length of the lower breadth sweep .........4+. . {10 7}9 10] 7 103}6 8)5 73}4 613 Af
upper breadth sweep........ vee (112 6 12 G6 12 6 [12 G|12 6 |12 G12 6
floor sweep above the rising...... | 9 0/9 0/9 0/9 0/9 0|9 O0}9 0
Length on the first diagonal line................ |6 5/6 0/5 22/4 2/2 113) 1 53) 0 8%
second diagonal line............. 11 3210 93 9 103}8 41}6.4]3 7})1 9
third diagonal line.............. 14.11 |14 62/13 82112 211911/6 8]4 1
fourth diagonal line .,....... ... 117. 7 [17 3316 7 |15 42113. 5 [10 23) 7 5%
Sse ranean bso _ > ————
OF SHIPS OF EACH CLASS,
BODIES OF A BRIGANTINE OF 10 GUNS, 16 SWIVELS, AND 201 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... a D H M O P Q
Jt. in| ft. in. ft. in.) ft. in.| ft. in.| ft. in.| fe. in.
Station from the foremost perpendicular ....... [34 5 |26 9]I8 9|10 9/6 9|4 9]2 9
Lower height of breadth.......... ocevse sonclieve. 11 1 fil 2 ]11 8 }13° 0}14 1414 11415 9
Height of the topside .......sssceccosevevenccvees 15 3115 3}]15 5 16 O}16 6 {16 8317 0
cutting down line......... » «tonnes 011} 011]1 14/2 313. 9] 4 102
MIE soa div ce ioc cedacvcsessbsocecccese 12 32/12 3j]11 9 ]10 2/8 4,7 1|5 4
PDS BM-DISaUth 0, Fos. Fo oii ca. cee cs cbecccacdes 12 {1 401 21,)01 $6,180 111.8... 6rfdtu( 435508
Length of the lower breadth sweep......e.e0e0e & 3/8 31/8 6/8. 1
; Aft part of the rabbet of the stem above the
upper edge of the-Keel..).. i... 6. ist ee cadens des oe O11 943 6..32) 3. out aan D
Length on the first diagonal line...... Sewecstvaed Si FP) GTS 4) BS 163. 1 Qa d [O09
_ second diagonal line.........+64. SU SiO) Wa] 6s 4, $13, oe Bud
third diagonal line...,......ss00 11.0 ]10 8 |10 2/8 1236 4/5 2]3 4
fourth diagonal line .........0.66+ el GeO ee. O-| 6. Sul ven ©
fifth diagonal line........... cooce woe “a5 SHES For Sep Fa-2
IN THE FORE AND AFTER BODIES.
16
Names of the Diagonals..........ssseeseseveees Ist. | 2d 3d Ath | 5th
Height up the middle line...... vee! 6 1/8 4/11 013 1 [15 3}
Distance from the middle line on the
base line or upper edge of rabbet..... 4 11/8 0
Esementup the side line .......5.000c0ss00 wae vo | 0 1023} 5 1218 9
IN THE AFTER BODY.
Numbers of the Timbers..........ssssesssseeees 2 6 10 14 16 18 20 | Tuck
Station from the after perpendicular............ 40 6 |32 6 |24 6|16 6}12 618 6|4 6
Lower height of breadth............. Sle ses.smeaas 11 Q2]11 7 ]12 3 ]13 0 ]13 6 |14 .2 }14 9
Height of the topside.............-..see0e0e. Seeoet (15S Ay {15 8) 11Ge | 3B 17) OF17 6 [18s LTS?
cutting down line............. aoe | OCU} OL) bi He] 3.2.) 4. 54:6, 0.},8) -0
Main half-breadth........0...s008. eoveodee veohenvey (Lotae Oe 3) bet) JLT 94110. 10, 110. 3.1.9 a7
‘Topside half-breadth...+....3.../...cscseteccseess 12 1]11 11 |1l1 7/10 83110 3}9 8/9 O
Length of the lower breadth sweep ..........4. 7:1 8:4-7),2)) 6 6 | 5:102| 5.1.) 4 121.37,0
Length on the first diagonal line...... iss Anat 54/5 01/4 4/3 4/2 73}2° 0)010%
second diagonal line..... owdedee Z Ak) %j4/] 6 47S f/O 13 1] 2 diab 6
third diagonal line.......+0..... |10 9{10 1/9 0/7 4}6 2]4 92/3 3] 1 83
fourth diagonal line...... scpdeoe. | Bdge dee oe 19 818 5/7 .1)5 6} 3 10
fifth diagonal line ..,..eecscevess | oes des 1és rT 9 8118 4)]7 34
(cc)
17 | TABLES FOR FORMING THE BODIES
BODIES OF A BRIG. CUTTER, CARRYING 24 GUNS AND 399;% TONS.
TT EEE
IN THE FORE BODY.
Distinguishing Characters of the Timbers....... a) D H M Q U xX
St. in.| ft. ind ft. in. th in.| ft. iS. Fe in.| ft. in.
Station from the foremost perpendicular........ 48 6 |40 6 |32 6 6 |16 6|4 6
Height of the topside..........s00+6 Fels docs sek. SHIGA 62/18 1) 72118 9 ty 24119 16 4 11 |21 6
cutting down line.......... ethile 2] Qe de) Sell BS iSel e 61 3.2.16 OF Oo oe
Main or topside half breadthitanttcdaets tsetse 15 0 }14 11 114 62113 9312 449 4/6 6
Aftside of the rabbet of the stem above the
upper edge of the rabbet of the keel........ ate cee one ete ph Dod ch Qn THO ie
Length on the first diagonal line........++++ cones | © 8416 82136 71/6 215 32 3.1451 2
second diagonal line......... ee. {10 3 |10 3110 O19 628 43/5 7113 62
third diagonal line.........ee6. (14 23/14 2214 0 ]13 5 12 12/8 115)6 5
fourth diagonal line...,.......... [16 7 [16 716 415 82/14 2410 9 | 7 102
fifth diagonal line .........es006 [18 53/18 52/18 12/17 4115 7F11 11) 8 3
IN THE FORE AND AFTER BODIES.
(eR VER REE VRE EERE VHRRERERREREEERE nner
Names of the Diagonals .......csecsesssesseeeves Ist 2d 3d 4th | 5th
Height up the middle line.........s0e66. | 8 1 12 13/16 10 20 8 [25 25 112
Distance from the middle line on the
base line or upper edge of rabbet..... | 5 0 [12 0
Height up the side line.......csccceseseee | see ote 2) 4 105] G12 [1aiees
C—O ea ee
IN: THEVA BEER BO DY:
—— SS eee en ee
Numbers of the Timbers Scie haksecetebceoacnate: 4 8 12 16 18 20 22 94 Tuck
Station from the after pérpendidubati h.042 45 6137 6)20 6 |21 G17 6\13 6|9 615 6
Height of the top-timber line.....sseseeeereeeee [18 8 {19 OF19 8 [20 5 |20 10 J21 5 j22 0 j22 oF
topside fine. 32.4.50 es sbencles sveas - | ee {20.0120 G6})21 32/21 9422 6322 114/23 112
cutting dowili ling :.flay.b.<0e 2 1/2 3)2 103} 4 32)5 43}7 119 63/12 102
Main or topside half-breadth..... ssccvocccccecee 114 11 [14 9 [114 3113 6 }13 O12 A4t11 72110 10
Length on the first diagonal line...............|6 5416 1]5 42)4 2/3 52 531 42
second diagonal line............. | 9 11419 6118 717 2/6 2)4 1143 321 2
third diagonal line.............. |1L4 14|13 8 [12 OL 4310 4]9 24/7 63) 5 6314 Qt
fourth diagonal He W504 oe eee (16 43116 OF/15 3E/14 3213 6212 8 {ll GLO 2419 OF
fifth diagonal line ........e.e0e0. {18 2317 103/17 34/16 6 [15 11 115 33|14 6 |13 7312 82
OF SHIPS OF EACH CLASS,
| BODIES OF A CUTTER, ON A NEW CONSTRUCTION, OF 278 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... G N
| ft. in.| ft. in.| ft. in.| ft. in| ft. in| ft. in.| ft. in.
| Station from the foremost perpendicular........ [32 11 |2 19 11 |15 4 9
Lower height of*breadth, and pipe ieee of
| is SP ee oe z Ae at: 13.7
| Height of the top-timber line, or topside
OSE SER UE SS EE eee Wiese eel 14 18 12
i’ Height of the butting down ling. sebcetedeeup F /2 10 | 2 5 82
: Main half-breadth....s.sscssscsscesssessevsesneves 14 7 7 |10 6 4
Top-timber half-breadth, and topside balf- |
| breadth......essse008 Beep efsv0h 0.52 eA 14 53110 516 9
| Length of the lower breadth SWEEPiserecene wey] O117 1Z+-3 4/3 0
| Length on the first diagonal line.......... seoeee | 6 83} 53) 4 113) 1 113
1 second diagonal line............. 8 11 113) 5 13,3 13
| third diagonal line............... 11 4110 101| 7 8|4 52
| fourth diagonal line ssesessssteese 13° 5 {12 63} 9 113} 5 6%
} fifth diagonal line ..........e0008. [15 2 47}10 4316 82
|
|B
| IN THE FORE AND AFTER BODIES.
|
|, |
| Names of the Diagonals..... Sense eves’ welecve Sib esdwaciees UD Jat 2d 3d | Ath | 5th —
| Height up the middle line......... repae es ae £| 7B] 9 PRO. 13 13. 615 3
f Distance from the middle line on the base line
7 or upper edge of the rabbet ............. coocee | 3 GE) 7 | OF10. 103
| Height up the side line...........++. FebpeNecewddes! | Mone oge woe debi Dap 4 1
1]
‘
| IN THE AFTER - BODY.
F
mit
| : Numbers of the Timbers...........4+. beccccce ces 4 8 10 12 14 16 18 | Tuck
| Station from the after perpendicular.......... « 136-5 (27 9 |23. 5 ]19 /1: 4 910-51 6-1
| Lower height of breadth, and upper height of
oe othe ee DE EERE ECES TERT 11 42/11 73{11 10 [12 1 |12 52/12 10213 6
Height of the top-timber line, or topside
0 a eee secssescsecseee [16 OF16 23116 43/16 73116 11 [17 3317 83
| | Height of the boliitie down line P0508: EL ORE) FR-d PIR) SV F4.3007-4.5. 490g
Main half-breadth............0068 ates. 14 6 [13 11 ]13 5 [12 9 ll 1iZ11 Of 9 10} 7 8
g Top-timber half-breadth, or topsite ‘half-
» MUMENICUEESe cnc cckh ceccsciseccctevbotescccess [14 ) 2 (td (20 1194) F123. S Ald 7H10-. 8:1-9..6
2 ih Length of the lower eeccth SWEEP. sereceseceee | 6 72/6 03] 4 112} 3 6] 2 72H 2 OF 1 102
. Length on the first diagonal line............. ooce | 6 816 43) 5 115) 5° 55-463 3 47 1 58
q second diagonal line..... cocsseee | 8 10] 8 44) 7 O21) 6 114) 5 102; 4 43) 2 5310 92
, @ third diagonal line............00. j11 23/10 7] 9 102] 8 103)7 6%) 5 103) 3 1112 43
i fourth diagonal line..........06.. [13 34/12 G11 9 [10 73}9 1317 $415 6)4 14
: fifth diagonal line........seese00 {15 OF/14 43/13 6212 511 0} 9 43 7 62) 6 4}
.
i
19 TABLES. FOR FORMING THE BODIES
“BODIES OF AN EAST INDIA SHIP OF 125733 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers....... @ B F K O Ss D4 Z &
ft. in} ft. in| ft. in| ft. in| ft. in.| ft. in.) ft. in.) ft. in| ft. in
Station from the foremost perpendicular........ 78 2167 O56 63/46 02/35 63/25 OF/14 6310 34 4 OF -
Lower height of breadth...........64 hives wages 22 7 |22 8 |22 9123 0 |23 34/23 11 j25 6327. 0 |28 10
Height of the top-timber line.........scsceeeeeee 36 0/36 1 136 23/56 52136 93/37. 2 |37 7.137 11 38 4
topside line...... en Slots ideas he’ cele ry at ... [37 52137 10 138 3 138 5 139 0 :
cutting down line......,sseeseseees 1 83) 1°83] 1 OF) 1.11. | 2..32|.3...0 | 4: 7 |
Fist THEN cbs te sks cea bathe pote oe POR YOR Bit 5, 1-2. di :
Maia ‘half-breadth:...5.08, 6814. 8.58 Ah 120 7120 6320 6/20 33/20 OF}19 5317 15 2}10 6
Top-timber half-breadth........ seseveseeseevece 119 1 [19 0319 O2/18 93/13 63/18 0 116 1b cSdH2 uF :
Rising hali-breadth .2.5).0. ci vesaedsbedeesbelene SOF Slight SUB Sha. 7.0, FAL OL
Length of the floor sweep above the rising Ola 10 7 {10 7\10 7}10 7 }10 7 }10 7
Length on the first diagonal line..............6. [14 13/14 0 113 102/13 43/12 67/10 93/7 4])4 0
second diagonal fineigt : seooes [21 102/21 9 |21 82/21 3 |20 53/18 7 |14 431010) 4 7}
third diagonal line.......seee0ee. 24 61/24 53/24 4304 03/23 5 22 2 }19 0|15 719 82
fourth diagonal line...........0.. [24 113/24 114/24 11 |24 62/24 02123 13/20 5 17 4311 73
IN THE FORE AND AFTER BODIES.
Names of the Diagonals....... acthdee Saepaebiaes «sb ece<
Height up the middle line.......... HsesOeet 1003 9 74
Distance from the middle line on the base line
or upper edge of rabbet.......cscccseesccees eegu {12 18
Height up the sideline 41.5.1. d...deisevenrecdes py =e
4 8 12
7% 3165 9155 3144 9134 3123 9|13 318 O14
22 8 |22 10 23 1'|23 5 lo3 gtlea 32l05 14195 98
Numbers of the Dimbersive.cs ice cewse ctvesewses
Station from the after perpendicular...........-
Lower height of breadth.....ccccccercsessecceoes
Height of the top-timber line........sssereereees 31136 64/36 9 I I
topside line. is. .ssccccecvsspeseeede: | ieee fhe ae say 4 x
cutting down line..........0000. | 1 9} 110)2 1/2 6/3 214 3)6 0) 8 10
rising lin€ ...se.-seeee cpibideccededy| Liple separa Qi) 2048) 4. OF
Main half-breadth......... sede lecgvocccsovdvcccdee’ {20,6 190: / 2819 (OHIO 13,8. O217 o7R1IG. Sola
Top-timber half-breadth.....csccsccsscsseoseceve (18 11Z18 Sg18 4 [17 OF7 1 116 1F14 11914 4)
Rising half-breadth........ veel e's esses cudy| 8 LOB TEGA B 5D i) .7/41 4°35. 10
Length of the floor sweep above the rising..... 100 710 e774 {LO | % Oe 7 110° 7
on the first diagonal line.....seeeeeseee. [14 0 [13 8 [12 10#11 72) 9 11 | %. 6H. 4. 21.2 8
on the second diagonal finesshiy pioteae . {21 9 j21 53120 9 19 77/17 9 |14 80 23) 6 10% |
on the third diagonal line....... secooeee 124 5 194 12/23 6 J22 6 [21 3 ]19 12/15 102113. 02
on the fourth diagonal line ......sss«6. [24 10 |24 63/23 117/23 13/22 13/20 Q |18 7316 7%
OF SHIPS OF EACH CLASS, 20
BODIES OF AN EAST INDIA SHIP OF 1000 TONS.
IN‘: THE FORE BODY.
Distinguishing Characters of the Timbers......
ft. in.| ft. in.| ft. in ft. in.| ft. in.| ft. in.) ft. in.| ft. in.
| Station from the foremost perpendicular........ |70 6 |54 9 |44 9/34 9 [24 9/14 9}9 9|4 9
| Lower height of breadth .............. sescscoese [19 10 [19 11 120 Qh90 6 21 23/22 10 j24 1 125. 92
Height of the top-timber line.............4. wees 31 7.131 8 132 0 132 62/32 10 133. 4 [33 10 |34- 4-1
RAPS THE 05.580. deeded edveee | “dee | ons seb oe... 2180, 0 136, 9.137). 5
| cutting down line.......... sou 2: BO) TOs) FOF} 1-6 2).4 1.3 444.34 5.6
SOME MEE sins ndecesaoeed vdeo sweets (al, 168) Eo tTRPOE J37P 1-52.05
Main half-breadth...........secscscsccsessseseeeee [18 8 [18 73118 7/18 5218 12/16 8 [14 7 [11 OF
Top-timber half-breadth......sssesssecsecsseseees (LZ 2217 2217 1 116 11 |16 73/15 Szl4 7312 4%
PEASE MAT OMCs uievssossouess ssosccadescdesee-| OB. 24} 8. 24] AE) 7 (4) 5.11
Length of the floor sweep above the rising... |9 5/9 51/9 519 5/9 5
on the first diagonal line...... edesedecse | S) 52} 81/53/81 2'| 7 1021.7, 22) -4 1022 3
second diagonal line............. [13 82/13 63/13 23/12 7311 33) 8 O}] 5 Of
third diagonal line............... [19 2]19 1/18 9|18 116 6 |12 74} 9. 63} 4.4
fourth diagonal line............. 21 54/21 53/21 2 20 8219 6 |16 5}13 73/8 5%
fifth diagonal line..........60060. |20 13/20 13/20 OF19 9219 24/17 3. }14 9] 9 103
IN THE FORE AND AFTER BODIES.
3d Ath | 5th
Fore Body........| 6 93/10 14/15 82/21 4 |23 6
After Body...... | 6 Q3|10 13/15 84/23 13/30 6
Distance from the middle line on the base line
or upper edge of rabbet .......eeeseseescevseee | 56 Fill 9
i Piette Wp AhE MAE TE,05 0... donee sabhsecsssdcees * Gea eee
Names of the Diagonals........ séveeseneccsaccees |? Ist fi Qd
i Height up the middle line
Ovi cee cal. o
IN THE AFTER BODY.
Wumbersiof the Timbers.......icsccccscedeccees 4 $ 12 16 20 24 28 29 30
ee ee ee eed
SSS ——EEe
Station from the after perpendicular.......... «» (67 112/57 114)47 112)37 112127 1iZ/17 114] 7 114) 5 5213 0
Lower height of breadth..........s.ssesseeseses {19 112/20 2 [20 5 120 10 {21 3 |22 0 (23 5 ]24 0 |24 8
Height of the top-timber line. .....,.......6006. 31. 82/31 1) [32 23132 7 133 02133 72134 3 34. 53/34 8
MPUMPO MIME 5 oi.ch . ool ve lsle cttadee 4 less a, ie soe 137 2 137 Q [38 4 |38 7 138 10
Smt GOWD Mine . 5.0.5. s.Sediee (GbE 9 [50/12.12) AP2V 613 11-4 34 6.7, P7478. 9
BUMS BNE 6500 och ancy phi ae’ cove 15311 642/51) 3° 2
Main half-breadth.....:.sscsccsecscerseeeceveeecee JIS 63/18 ALIS OF17 6 116 8415 7H14 5214 1213 of
Top-timber half-breadth...,...s.sssssesesesseeeee {E71 {16 Q2/16 G15 11Z]15 2 114 124/12 11412 7312 32
Rising half-breadth..........ceeeseeees Sdbevupseda 448 }-08) 17 10 [97/14 1561 5
Length of the floor above the rising.........../9 5/9 5/9 5/9 5
on the first diagonal line................ | 8 92/7 114}7 7/611,5 10] 4 33111] 1 3/0 6
second diagonal line...,......... [13 3 {12 103/12 1/10 9/9 13}6 7}3 OH 2 Of] 0 9
third diagonal line............... [18 Q2/18 54/17 8216 32114 0410 10} 511])4 2] 111
fourth diagonal line............. {22 34/21 114121 5 j20 42118 9116 5 ]11 4/9 3/6 4
fifth diagonal line.,.,.,ses5.00055 (23 7 [23, 4 [22 11 (22 13/20 11419 7 /t7 5216 4414 5
21 TABLES FOR FORMING THE BODIES
BODIES OF AN EAST INDIA SHIP OF 800 TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... | @® B F K O S U Ww x
. ft. in.} ft. in.| ft, in.) ft. in.| ft, in.| ft. in| ft. ind ft. in. St. in.
Station from the foremost perpendicular........ [62 2 {52 141 10 |31 7 jat 4]t1 636 5) 4 0
Lower height of breadth......sss.scoreeesseeeree [20 7 120 8 120 93/21 1 |21 6 jo2 8 [23 10 |24 Q |o5 OF
Height of the top-timber line......... sesessseese [Od 53/33 6 [33 7 133 11 134 32134 11 135 32135 °.6 135 9
topside line... eheoreow Cevesesseeree eee eee eee 34 a 34 114 5 7 So 114136 2 36 5
cutting down line......s0...ccce5e | 1 Fe] 1 8h Le OF) 2 04 2, 82).5...3
Fising 1iN€ ....secscssosscovsecssese | O TL] O 113, 1 3] LV O31 2 11
Main half-breadth....csccsscoecsscescsccesenssvcen (LZ 8 [17 7317 7 117 5 116 10 |14. 72/11 103] 9. Aap 5 gk
Top-timber half-breadth.. sscccvcepeceosene 116 3 [16 93/16" 12/15 10315 53114 52112 10211 48) 9 3°
Rising half-breadth....... sovcdedshccbotsl] TruOal 7 1881 MLN) Ode. bd es y
Length of the floor sweep “above, the rising. eget 8 (8) So (80) 8) [80] 88 84. Siaig
on the first diagonal line ..... sesssseeeee 113. 1113 02/12 85/11 10] 8 715.103} 16
second diagonal MC. cess « Sate esle 17 3417 23116 11 16 2314 41 9 6315 oO} 1 32
third diagonal line.......e.-e.+66 [19 8 119 77/19 52/13 112117 8 113 919 646 3
fourth diagonal line.........4. » 120 6 |20 523/20 42120 OZ19 3 16 4 13 O}10 1]5 oF ;
ee ee a
|
}
IN THE FORE AND AFTER BODIES. |
et
Names of the Diagonals........... Vick onbtteotesdhnec sh « db@ Let ad 3d 4th
‘ddle line § Fore Body....... (9 4813 7/19 6/26 1. q
ddle 1 y 2 .
Height up the middle lige +) nee Bady.iccal| PUAIID (7.181,10caGem |
Distance fromthe middle line on the base line or 2
upper edge of the rabbet.......csessecvsseeeeee (11 10
Height up the side lin€.....sccccsscssesssessveeee | eee | 010) 8 9 15. 6
we
IN THE AFTER BODY.
Numbers of the Timbers.......scesssccescsoccceecs Gs 8 12 16
Station from the after perpendicular............ 73 8163 5 (53 2 |42 11 |32
Lower height of breadth........... eee 20 7 120 9 |21 OFl21 53/21 102 ,
Height of the top-timber line....... veecvccedeeps [20> S2(9S) GLISSi11 (34, 35/34...83
topside linesis..scscssvecevecvsceen fee coe oe 135 | 63/35.114
cutting down line ......eccccsee | 1 8 | 1-931 2 0} 2 5213
rising Tin€,..cc-seeccegtecseooesse. | O LIZIM § O2) 1 POY 2) 74.3..93
Main half-breadth......sccccssseeeee shpevecedevecs (le OLIEF Me Onl Ty (eG? | 16 1° SH116...0F
Top-timber half-breadth.....ss.cssecsessesseseeee (LG 2 [15 T1z]15 8315 3 }14 6
Rising, half-breadth ..,.cccccrsecesececsepecccceves | 2 8217 7h 7 5 16) 9.4.5..54
Length of the floor sweep above the rising...... |} 8 8|8 8/8 8/8 81/8 8
on the first diagonal line.......s.60..... {13 OF/12 8 {11 114/10 10} 9 4
second diagonal line...........66 {17 23/16 11 [16 44/15 3213 52
third diagonal line ....sseeesse066 [20 103/20 83/20 32/19 5 18.03
fourth diagonal line......s0.6e06. (20 53120 52119 114/19 3218 5
OF SHIPS OF EACH CLASS. 22
BODIES OF A MERCHANT SHIP OF 544 $+ TONS.
a
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... Ko
. n.| ft. in.) ft. in.) ft.
Station from the foremost perpendicular........ 8 |32 0 |22 4 |12
Lower height of breadth...........s.ssesececeeee 6317 8 {18 1 flo
Height of the top-timber line.......... seeseeeee 9 j24 102195 02/25
topside Jine .........seesceesseeees
cutting down line ..........sse00e
BASU TRAP TOAED ven te vis sis ccbeccsccvepsdssoveses
Top-timber half-breadth.........sssesessceseeees
Length on the first diagonal line ...........s000
second diagonal line..........++.
third diagonal line.,........c000.
fourth diagonal line............++
‘d w. (28 982129
7/1 932 5]3
815 7 |15 3 {13
14 10314 72|13
OH12 711 5 | 8
0X17 6 |16 4 |12
91120 319 6 |16
82121 5 |20 10 |18
IN THE FORE AND AFTER BODIES.
| So aad Ol tne Duagonaisihies tb ihttssaecdtbb.<s.cdahs eee. Yo 1st 2d 3d | 4th
| Height up the middle line ..............s0eee0068 [10 5 [15 82121 33126 9
| Distance from the middle line on the base line
\ or upper edge of the rabbet........seeeeeseeee {10 5 115 82
Peery Une Side Lins 4... iincb cit ccdiveste ce’ |: fe woe [ 5 8 132
Numbers of the Timbers..........cs00s seceteee
Station from the after perpendicular............
Lower height of breadth.......ssessececseereeres
Height of the top-timber line..........-.seeeeees
AetpsISS lie. | 0. We... debs cvovevdete
| cutting down line ......scsecseese
‘a Main half-breadth.........ss0cesersescsesevesvere
: Top-timber half-breadth,.......ss.ssececsssessees
Length on the first diagonal line............s000
second diagonal line.........006
third diagonal lineé......,..00%008 {4
fourth diagonal line........+000
23 | TABLES FOR FORMING THE BODIES
Se —
BODIES OF A MERCHANT SHIP OF 4413: TONS.
IN - THE FORE BODY.
Distinguishing Characters of the Timbers...... ® | (By | D M
St. in| ft. in| ft. in.
Station from the foremost perpendicular........ }51 10 |47 11 |39
Lower height of breadth........ Seode$ honb on bela of WA QEILF Bil? }
Height of the top-timber line........cceseeeeeee. [26 62/26 63/26 2
topside line.......... dalgebiescsnadand’ Riet ide sale 2
cutting down line........ pockodsotl pom & 1Gai 3 3 ,
Tising LINE. .i.:.60-sdgsends-Fetecs| F1L0M 9 OH D 4 |
Main half-breadth ....cccsescsoosvoees abosdien ob daevm dl ricapel@ pail 8
‘Top-timber half-breadth........ Ge plet< oh bio well go (WOal tS sLByITS 2
Rising half-breadth..... Ne esdas Sathana b dha ide opidte ¢ 5 525 4B 5 l
Length on the first diagonal line........ he aabine ao] 51) 82} Soh 5 6
* second diagonal line.....6e...... {11 63/11 6 j1l 5
third diagonal line.........se04. . {14 22114 2 |13 10 1
fourth diagonal line...........66. {16 OF16 0 |15 8 1
fifth diagonal Jine........see.00. {18 1 {18 O3/17 10 0
IN THE FORE AND AFTER BODIES.
Namies‘of,the Diagonals:..c.::-cccpcesccathae teste. sence ne 2at 2d 3d 4th | 5th | 6th
—_——.
Height up the middle line..........secescssssoree | 4) 1) 8 7/11 72/14 72121 6:125 0
Distance from the middle line on the base line
or upper edge of rabbet.......cesseccsocsccesoe | 4 10 [10 102
Height-upithe side-[ine.,.)., .senestescetetebese hi, aes vos 100. 351.4... 0,110, dee
IN THE AFTER BODY.
Wumbers‘of the (Timbers.seossednsthe ries aces ose 4 8 12 16 20 22
Station from the after perpendicular............ |47 5 |38 7 (29 9 |20 11 ]i2 1|7 8]5 52
Lower height of breadth .......sescscsscsseeeeee JL7 6 [17-9 18 2 [18 7119 4 Ji9 11 }20
Height of the top-timber line.............++ soees (26 10 [27° 1 [27 5 [27 11 [28 5 ]28 9 }28
topside line......+..+6. Se eSee Fetact L2AE LOD (2M) bl2eey 5 J29e1 1 129, ..5, 129: pOmeo dhalso
cutting down line.......s.-see... | 1 7{|1 832 1/2 93,4 446 1118
TISING: LiN€., .eecerssrorevevevcaceee)| 9 21 9) G10 IZ 11 23
Main half-breadth......00..-sssevecsssvecssocsseee, [L4) 3 114 1413 LORS 33112 5 |11 9411
Top-timber half-breadth..c...cecesecsscesesseeves (13 S213 7 |13 33412 O11 103]/11 3 |10
Rising half-breadth ........csssscssscreveaccescees’| 5 34| 4,102] 4; 2
Length on the first diagonal line.........0e0006 | 5 62/5 3/4 823 11]/2 3]1 30
second diagonal line,............ [11 32/10 93}9 9} 8 O} 5 1413. 12) 2
third diagonal line...........0066 [13 103/13 5Z]12 5210 63 7 4] 4 103) 3
fourth diagonal line.........s5066 [15 9 [15 33/14 47/12 93) 9 63) 7 0) 5
fifth diagonal Jine......sseeeeee. {17 11 [17 7317 1 [16 02113 10 [12 03/10
sixth diagonal line......ssceee06 [18 7 [18 4 {17 10Z/17 1 }15 6 [14 24113
OF SHIPS OF EACH CLASS,
BODIES OF A MERCHANT SHIP OF 329 $3 TONS.
ee eee nee eee eens SSS
IN THE FORE BODY.
Distinguishing Characters of the Timbers...... ioe D 6 M O Q R
| St. in| ft. in| ft. in| ft. in.| fi. in.) fl. in.| ft. ine
Station from the foremost perpendicular........ 42 8 |32 4/23 8 |15 O]10 8}6 4/4 2
Lower height of breadth........+0see004 sesvecens (15,1 [15 3215 Q]16 9317 52118 32/18 9
Height of the top-timber line...........0..0c00. [22 77/22 9 |23 2 (23 103/24 5 125 0 125 5
PAS Tine. .PiectrecSecesevedvers | tes vee 124 4125 OF25 7 126 2 1296 7
cutting down line ........66. eee EO Riel: BOP Behe Bohs 6B
Main half-breadth....... Wasp conidandivevses dts 13 6113 6 |13 4212 QO}11 lo }10 218 5
oy > os orsene alga abana aati 12 O}12 Of1l 103}11 7H11 3}10 3} 9 Oo.
Topside half-breadth...... epewepeerieede | hiss oow {11 102/11 7211 2210 33/9 12
Length on the first diagonal jae mans etete s 6 23/6 O85 81) 4 103.3 6}.1 1
‘second diagonal Jine.....e...... {10 4410 14/9 6|8 03}6 5/3 10}1 82
third diagonal line.......seeeee6. [id IE}12 11 12 2410 4) 8 72) 5 102} 3 72
fourth diagonal line... covecocdee [14:10 114 E14 1 [lo 1510 5217 81.5 (3%
fifth diagonal line........eec0.00 [15 5215 5 [14 11213 stig 6410 1/17 9
5Y15 5215 12114 3213 3 |11 O41 8 10
IN THE FORE AND AFTER BODIES.
Names of the Diagonals............sceseseees: sabecssccse Ist | 2d | 3d | 4th | 5th 6th
Height up the middle line............. baeamanad 5 4/8 7 Ill 3213 4217 3 }19 104
Distance from the middle line on the base line
or upper edge of rabbet........ccssesescscecved 14 6/8 4/11 @
Height up the side-line........ sevvccveerevecvees | vee 00 cost] & Gie9 7} 148) 16
|
|
|
sixth diagonal line........s.000. [15
| IN THE AFTER BODY.
Numbers of the Timbers....
eeeeeeeceecceccceoves 4 8 12 16 20 25
Station from the after perpendicular............ 50 4/AL 8 |33 0 (24 4/15 8) 7 4 10
Lower height of breadth ...ccccsscscervceerseces (1S 3 115 8 }16 2 16 10218 0 19 19 74
Height of the top-timber line......s.sseseeeeeeee (22 82/23 0 123 53/24 0 [24 Q j25 26 0
topside line.......0.++. isocce eves J... ove 424 3 124 821126 42/97. 1228 28 3
cutting down line.....se.cseee & jd AR LS GRE 1e1) f 22°74 40 04 6
Main half-breadth........+.-csescsesees betiessoem HO “OHS B12 Tee Mtl 7 10 0 2
Top-timber half-breadth......+++. anes decccccvogs GLIGIY 11 9 fll S211 0110 4231.9 9 OL
Topside half-breadth .../....csccsseceveeceseneeee {LL 11 fll 9 f11 2 10 83110 0) 8 Sy iF
Length on the first diagonal line. sevccescecevey 16 O15 815 OF 4 OO 710 0 6
second diagonal line............. {10 14} 9 64/8 7} 6 114) 4 62) 1 0 102
third diagonal line....,.....e008 [12 10Z/12 32/11 22}9 4416 6) 2 1 9
fourth diagonal lined elt 14 7/14 1413 2211 53,8 7/54 2 8i
fifth diagonal line.......seee000. JIS 2 14 OF14 3 13 2 |11 487 5 9
sixth diagonal lin€.sccccvecseeee [15 25/14 10214 5313 8 12 5] 9 8 8
(d d)
25 TABLES FOR FORMING THE BODIES
A POST OFFICE PACKET. OF. 201$4 TONS, AND A. FAST SAILING SCHOONER
OF 133,53 TONS.
IN THE FORE BODY.
Of the Packet. Of the Schooner. :
Distinguishing Characters of the Timbers @B D H M O P Q a C G G N r
ft. in.) ft. in.) ft. in.) ft. in| ft. ind fl. in| ft. in| ft. in| ft. in| ft. in.) ft. in. ft. in.| ft. in.
Station from the foremost oy
pendicular ..s..seseseereeees -- (34 5 }26 10 |18 10 |10 10} 6 10] 4 10] 2 10 #138 0 130 O |22 0]14 0110 0} 6 0
Lower height of breadth fags v101 G0 G1 Ld 721 BSS Sa85 415 7 84.9. 5.19..3. 19. 3) Oppdq9 GF 9 9
Heights of the topside or top- j
timber line......... (15 7 15 53/15 5 (15 8 116 0 116 13116 4!
cutting down line.. |} 1 14) 1 13) 1 33} 2 323 825 O 0/0102} 1 Oj; 1 241 53/1 93) 2 11
lower edge of the
rabbetofthestem |... dev wo. | O 82 1112) 3 14} 410
Main half-breadth........se0e66 [12 32/12 23/11 82}10 2/8 647 4115 gio 11/911]/9 6]8 5287 4115 6
Top-timber half-breadth..... » {12 Of11 112/11 6 {10 O02} 8 6211/7 455 gt
Length of the lower breadth
SWEEPS. ceereeeere soccccceccevee | 8 OF 8 119 0110 Of11 O
Length on the first diagonal line 5 11]5 11] 5 73,4 53) 3 33}2 421 2// 2 103) 2 10] 2 62) 1 114,1 410 63
second diagonalline | 7 113] 7 113) 7 6/5 113}4 6}/3 5]2 1]5 515 44410] 3 102}3 0/1 9
third diagonal line. {10 13/10 12) 9 7217 1) 5 102} 4 73/3 1]18 OF] 7 114) 7 325 1124} 411 ]3 52
fourth diagonal line }11 103}/11 94/11 3] 9 13/7 0]5 713 1031/9 4/9 3]8 63) 7 0)5 924 2
fifth diagonal line... {12 93/12 83/12 1] 9 113] 7 103) 6 33) 4 53/10 23/10 1379 6]8 02/6 82/4 112
sixth diagonal line., [12 112|12 92{12 4 (10 43] 8 521610{4 11210 7 |10 529 113) 8 8217 5215 64
IN THE FORE AND AFTER BODIES.
Of the Packet. Of the Schooner.
Ist 2d 3d 4th | 5th 6th
2°103} 5 5 | 7 11] 8 11 | 9 103/10 10
Names of the Diagonals............ | Ist 2d 3d | 4th | 5th | 6th
Height up the middle line........... | 6 63] 8 42/10 42/11 11 [13 24/14 5%
Distance from the middle line on
the base line or upper edge of the
Tabbet .....sccccceees sccccecceseecee | 0 8 | 7 1OZIZ 32) an. oes eee
Height up the side line.............. cee tee eo Ter ee
ozs} =a 8: bo ERO
TN. TURE AE ER BOW.
Packet.
Of the Of the Schooner.
Numbers of the Timbers......
Station from the after perpen-
Cicular..sccesescccssseeecsoes ;
9410 + 5120 te! 4135,..0. 197
4 O}14 73) 4. | 9.7410
°
fe
©
°
er
°
Lower height Of breadth..... . 0 }10.. 62)11 3%
Heights of the topside or top-
timber line....... 4 8 2718 82)... vee [10 6 JL 4g12 7
cutting down line.. 51 Oe 7) SY J. H.0..105, 1... dept kiddy Ould
lower end of the
tuck upon the post ‘ 8 6
Main half-breadth,......... tee 10 134;9 4318 7 10 1},910)9 .13}7 11
Top-timber and topside half- 4
breadth...... merry Prrchty 9 91/9 O48 3 oF 9110/9 147 9
Length of the lower breadth
SWEEP .ovccceccceverecceccveses ALi2 7 22127 b H1O..64). 600i | Ao Bs Fited
Length onthe first diagonal line 22:13 7 1°09 Bi He 104. 2. 4 tentZr@ c8Z
second diagonal line 20-1515 GEL) HS... Sh.4, 071] Sood ofl 8k
third diagonal line.. 4 31)2 7i11 2231 710/610/5 223 4
fourth diagonal line 5101/4 0/2 7119 21/8 2/6 43/4 2%
fifth diagonal line... 7 715 82) 4 4810 1219 33/7 8/5 53
sixth diagonal line.. 9 5|7 O36 43110 61/9 1141 8 93| 6 103
ee
OF SHIPS OF EACH CLASS, 26
BODIES OF A BRIG COLLIER OF 1703; TONS.
IN THE FORE BODY.
Distinguishing Characters of the Timbers....... | @® D F H K L M N
——$_—
St. in.| ft. in.) ft. in.}| ft. in| ft. in.| ft. in.| ft. in.| ft. in.
- Station from the foremost perpendicular........ }30 0 (22 5 {18 5 }14 510 5|8 5|6 5|4 5
Lower height of breadth ........ssecsesceseoseee | 9 7/9 10 |10 3 ]10 QF11 8 [12 Qt12 10 ]13 9
Upper height of breadth...........sseccesscevee (12 15/12 13/12 9212 6 [13 0 [13 4413 9 14 3%
Height of the top-timber line..........seeesee08 (16 4/16 43/16 616 8 [16 11 |17 13/17 4/17 8
BUM@ LINC, .codsesvecasnocssseods |) ove oe (IT 3 LL7 5Sd17~ 9 j17 11418. Qh18 6
Cmummaown-lites...d..bec0-00) 1 2).1 2i1 311° 6)2 9)2 11) 4 4
DMARD wae desc cressdsthocdecsstvectecn fll) Sill? Sully lly 1210 8 110 29) 9 548 1
Toptimber half-breadth............seseecoeceevee (10 6 |10 G6 }10 6 [10 42110 2}/911]9 43,8 43
Length down the first diagonal line............. | 8 1]|7 113) 7 8317 316 3315 63/4 6/2 6%
second diagonal line.......... ]13 3 |13 O}12 8 |11 11 |10 9/9 9|8 6/6 6
I third diagonal line.........66 {17 7 JIT 5 [17 OF16 22114 10 113 82{12 32/10 32
fourth diagonal line........... [17 34/17 2 {16 11 16 42/15 33/14 4 13 O2/11 2
.
| IN THE FORE AND AFTER BODIES.
;
Wamesof the Didgomals,..5...5...0cccccsesecscscseveces
Height up the middle line ........ec-cseceeoveeee | 7 4/12 32117 52119 83
Distance from the middle line on the base line | |
or upper edge of the rabbet....ssccccoseseseeee | 4 5217 5
Bicightp the side line .........ccccesisecoveccscs | oes ov
!
| IN THE AFTER BODY.
.
Numbers of the Timbers ...........ccccssescccces 4 8 12: 14 16 18 20 22
Station from the after perpendicular.....s...... (38 11 (30 11 (22 11 |18 11 [14 11 [10 11 | 6 11 | 2 11.
Lower height of breadth........scseccseseerereee | 9 8 {10 OF/10 QO {IL 2311 QF12 GF13 5314 84
ateeetintine-x.3n
re 2 a
Upper height of breadth......sscseccescessseoes (12 2 |IZ ALI2 10Z13 Qt13 7HI4 1314 9 15 6}
Height of the top-timber line........0e.ceeeeeeee (16 5 [16 73/16 112]17 3 117 GEI7 10318 37/18 9%
topside lin€...5....ceccsveccocssece |. coe JL7. SEI7 9 18 OF18 4/18 8 119 OF19 7%
cutting down line........c0c000 | 1 21 4/1 74110; 2 332 113) 4 45
Main half-breadth.........sscccscssesecceceveveeee (LL 23/11 1 [10 102/10 8210 53/10 23) 9 10319 53
. Top-timber half-breadth.........sseeseeseseeeseee [10 52110 32110 02191019 739 459 0/8 7
Length down the first diagonal line............. | 7 114] 7 7376 10/6 33) 5 634 733 2311 3
second diagonal line.....,.... [13 OHI2 6 {11 4110 7)9 7|8 316 63/3 Qt
third diagonal line........... [17 42/16 10 [15 73/14 9 {13 9 }12 5}10 8) 7 11
fourth diagonal line.,,,....... {17 2 {16 92/16 1 [15 53/14 9213 QE12 7310. 5
27 TABLES FOR FORMING THE BODIES, &e,
BODIES OF A COASTING SLOOP OF 60 TONS.
IN THE FORE BODY.
« Distinguishing Characters of the Timbers...... | @ A Cc E F G
ft. in.| ft. in.| ft. in.) ft. in| ft. in| ft. in.
Station abaft the foremost perpendicular..... . {19 5 115..82t1 52/7 3H 5 213. of
Lower height of Dreadth.......scccccsesseesseves 51076 1416 7}7 4/7 1138 9
Upper height of breadth: 5. ..s¥i: Bedate octeeh O24 7 ABT 8 8 8487) OQ 1
Height of the top-timber line.......... sseeese0e [LO 10 |10 11Z}11 27111 6 jib Q |12 02
cutting down line........ DiecstecH OF IDF OF10L 1504 13 0 IS
TISING LIME. s.eds secdccccsseossrccede | OU'S } OM Ge OOLLF 101] fg. OF] .4.: 38 3
lower edge of the rabbet of the
SLEM. .oocccescecs de cccdoeecvegenes dee soe dua (4, OF SAL. Bil 3a &
# Main half-breadth.... cvccoccsccguocsccsscscooteee | 8 Ot 8 QF 7'11Z) 7) '346..5.|.4..9
Top-timber half-breadth.......cccsceceesceeeees so 7048 G7 Clg GF 7015.0 6010 1 .6.,.9.)- 4158
Length down the first diagonal line...........0. {5 11 | 5 92/5 2} 4 233 121 1
“second diagonal line,........ | 7 5|7 33/6 8415 7T}4 4):2°3
third diagonal line............}9 0/]8 11/8 4/7 2316 0)}3 8 ;
fourth diagonal line........... 91019 9}/9 3/8 247 11410
fifth diagonal line............. {11 0 |10 112110 6/9 6|8 5|6 2%
IN THE FORE AND AFTER BODIES.
Names of the Diagonals ........ccccessoeescecs i 2d 3d 4th | 5th
Height up the middle line........... spas kh OL AGH fo we en
Distance from the middle line on the Tey
base line or upper edge of rabbet...., | 4 114) 6 44 (itibio® ¥
Height up the'side line. ......5 ;ds0g.sdesd
_
Oo
Numbers. ofthe 2 imbers.censd «ochocs of cove send oe 2
Station from the after perpendicular..........0. |
Lower height of breadth....cteecsccseseecesese | 5 LOE
Upper height of breadth... ...ccccccecccsessceee | 7 22
Height of the top-timber line....:..ssseeeeeeee {10 10 10 1h
topside Hine... csrascdeccsvoasessesse pf ond
cutting down line... cc.s..e.s.e0s
rigitig Bme/s..051)5 ite conkerdss sce
Mainchalf-breadth 352. parcel. . to ad didcee soos
Top-timber halftbreadth.......sscceccese ‘sevece
Topside half-bréadth aust ses csssppabsess cbse cerry ta
Length down the first diagonal line..........06
second diagonal line.........
third diagonal line........000
fourth diagonal line ....,....,.
fifth diagonal line vo ...... 606
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R RINCIPAL DIMENSIONS AND SCANTLINGS-
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ne ROYAL NAVY AND IN THE MERCHANT ‘SERVICE;
tewiwe ae
TIONS AS ARE NECESSARY TO THE PRACTICAL EXPLANATION OF THEM.
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ABETICAL CoLUMN on one Page of each Folio is wake so as to etrieasea: hh that on the
posite Page, in order to prevent the Possibility of Mistake in passing from one Page to the other ;
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«
Fouo L TABLE OF THE DIMENSIONS AND
Of Three
PARTICULARS OF EACH DIMENSION, Decks
Of Two Decks. Frigates.
OR SCANTLING.
GuNs | GUNS | GUNS
64 50 44
GUNS | GUNS] GUNs| GUNS
110 98 80 74
Ne ee, ee See
38 36 32
ft. inj ft. in| ft. in. ft. ins fle in.| ft. in. ft. in.| ft. in.| ft. in. ye in.
LENGTH on the Gun Deck, or Lower Deck, from
the rabbet of the Stem to the rabbet of the |
Stern-pOst...cccccccorsseveecevevesecsevces seveee [193 O {188 8 1182 O [176 0 1159 6 |146 0 |160 3_
Length on the Rance of the Deck............ covces f avccee | cacess | succes | ovigaee.|' Soeeee <a
Lenctu from the forepart of the Stem, at the height
of the Hawse-holes, in King’s Ships, and at .
the height of the Wing Transom, in Mer-
chant Ships, to the Aft-part of the STErn-
Post at the height of the Wing Transom... {196 10|192 10 185 6 179 5 |163 0 |149 O2164 3 |158 6 |140 § 132 9
Lenetu of the Krtx for casting the Tonnage.......... +» {158 10/156 6 {149 0 |145 2 |131 0 |119 9 135 32}129 & |113 3 {107 O
Length from the foremost perpendicular to the
centre of Dead Plat: scssssssse.otaeavinere pee 87 8 | 82 8 | 64 0 | 66 0 | 66 0 | 67 21) 70 6 | 66 7} 61 7} 58 4
Length from the fedlast, perpendicular to the
foremost timber expressed in the dimensions
OE WOGIES TS. cat siic's wamneions aes aise siieRbveictsists 14 23) 7 2114 0
Length from the after perpendicular to the
after timber expressed in the dimensions of
bodies s..sseweeewes Fe bugwemes aud SF Sewanieabiuae ais 5 2414 4/3 42) 4 2] 7 1032 5 103} 2 @
Leneotu of the Treap of the Kren, viz. from the aft
side of the Stern-post to the fore part of the
WOre-f00t, <ssancresccseuetiwoes socnseseccceseceee (177 O {173 0.1164 3 [160 5 1142 O 1134 O 1148 6
Lencts Extreme, from the aft side of the Taffarel, at
the height of the Fiferail, to the fore part of
the Figure or Stem...... hac ona Nee ere 233 3 1222 9 |217 9 |208 6 |189 0 |171 O {187 0
*_* The above lengths are taken with a line parallel
with the Keel.
BREADTH MOULDED..+s.scessccvccssosccssessssceosesencseess | 52 01 49 0 | 49 0} 48 0 | 43 8 | 39 10) 40 0
BREADTH EXTREME *......esssccccscscsserceereesosesscceese | 52 10} 49 10} 49.8 } 48 8 | 44 4 | 40 6 | 40 8
Dept in Hotp, taken from the strake neat the Teter ' P
BOGPAS 4 a's Hee i oe ceeded ch sds acepaco ds [2209 WiSk Od :217Oc) 19-6) 10.0 ATO eee
BurtTuen in Tons ( Builder’s Joana dey keen chine set 2358 |2067 |1955 {1828 |1369 |1044 1189
AfOre..csccscccccserseccees| 2a°0 | 22.0 1.22 9 |: 20 3 | 19.08 TeiSeO aimee
Loan DaaggnT or WATER °9 Abaft...iscs-.cxiewnievert- 2aOnd-23.0|.22 0.1 20 3°| 20 3)) 10a
Height of the Lower Ports above the Water
154 0 {137 0 {129 0
eeoeeee eereee eeenes
Or
a
“4.9/2 40914 2
142 0 1126 2 |119 2
180 3 1161 9 |150 0
38 9 | 37 6 |34 10
39 5 | 38 2| 35 4
13 6|.13 4| 127
1071 RT? tee
179} 17 4| 167
190] 18 4] 177
in Midships........+.s00s vesocscscceee | 5 O15 O15 616 0} 5 64 Se 3 ence
MAIN KEEL. Afore at the Stettoieeenraseieanenre | O11 511-411 311 911 Il oe
Sided Tie Ro pseneteas 1 OFT S107] 1) 641 6:9 34 Pee eet
Abaft at the Post or Rabbet...........| 1 4/1 4/1°4)2 3)1 271 1) 272 DT] FP) 1 O
DH ecclevesvvedsedbocubcsbdesclesvacceuls GOLKOQ Peboe® dod aF hi denc6 405 belt 4 | oltre
Number of Pieces ; and not to give less shift to | seven | seven | seven | seven |6 or7| six siz | six sir six
the Scarphs of the Kelson and Mainmast than} 9 0|8 0 7, 017.0147 0} 6 0} 6 (OO 15 50s 26
Scarfs in length........ socdgomeesant ¢eea try veccseeet 3 Of 41014 814 64/4 414 2/4 O14 O14 O13 1058
Lips of the Scarphs, not more in thickness than} 0 510 510 510 5]0 430 43/0 4310 45/0 450 4);
Each Scarph to be bolted with Bolts, in number | eight | eight | eight | eight | eight | eight | eight | six sit siz | A
and diameter | O 1310 12/0 12]0 14/0 12/0 13/0 19,0 190 13,0 1)8
Rabbet to be sunk in, not more than........ wee | O 540 51/0 440 440 4/0 4)/0 33/0 33,0 33,0 33,0)
* .* The Rabbet in Merchant-ships is mostly in the ;
middle of the depth of the Keel. :
FALSE KEELS +.—Number of False Keels....... Gee voetes, ie SOE one one two one one one one | one one | D
Upper False Keel, to be deep or thick........)0 6/0 6/0 610 6/0 5/0 54;0 5}0 7)0 5|)0 5 jE
Lower False Keel, to be deep or thick...ccsceccee | soveee | svvvee| seccee | sevens | severe | severe | ceeeee
Upper False Keel to be sided as the Main Keel,
and the lower False Keel to be broad or sided | seseee| ssecee| seeeee | eeveee | evceee | eeesee | conees
Number of Pieces, and give shift to the butts of
the Main Keel...cccccrsscsvsecscsccesceesevcesee | enght | eight | eight | eight | seven | seven | seven
DEAD OR RISING woop.— To have a sufficient number of
* The thickness of the bottom plank on each side is only to be added t to the Moulded Breadth to complete the Extreme Breadth.
+ The upper false keel, in India ships, tables or coaks on to the underside of the main keel, and the Kelson boats come through it. False keels a
wise are fastened to the main keel with dumps underneath, and keel-staples along the sides, about three feet apart, observing to shift both dumps and k
*.
seven | seven | seven
6 015 523 445 71/3 815 82
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== ——— CLL
GUNS | GUNS | GUNS.
Pa aaa
SCANTLINGS OF SHIPS OF EACH CLASS.
TONS } TONS Ns | TONs | TONS } TONS } TONS | TONS
1000 | 818 440 | 330 | 201 133 | 170
| ft. in| ft. in. A ft. ind ft. in. ft. inj ft. in,
1177 {110 0] 91 7 8 159 14/146 1 124 9 |120 9 103 32)... | ue
131 0 {118 8 60 8 | 59 6}
70 6 | 62 2 | 50 10] 51 10] 42 8 34 5. 38 0
210) 60
24H 2.6
66 3 | 446
144 6 |140 9 {121 0 | 92 83 0} 561
35 4 22 6} 16 4
36 0 | 32 0 22 11, 16 8
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taples so that they come not opposite each other. Copper, or lead, is put between the main and false keel, and the under side and sides of the lower false
keel, are copper sheathed, or filled. ;
Forto II. TABLE OF THE DIMENSIONS AND
Of Three
Decks. Of Two Decks.
PARTICULARS OF EACH DIMENSION, Frigates.
OR SCANTLING.
DEAD OR RISING WOOD—continued.
pieces of Dead or Rising Wood along the Mid- |
ships, to seat the Floors, or to be thick..+..00.
and broad
The Deadwood afore and abaft, for the security of
the heels of the half-timbers, to be tabled to-
gether, and to be wrought high enough to fay
the underside of the Kelson thereon; each
piece to give shift to the Scarphs of the Keel
and each other, and sided to raise a stepping of
The After Lower Piece of Deadwood to tenon
into the Inner-Post with two tenons * : —each
SQUAT. seeecceeeerseesenseecensenssensueeteeseees “3
STERNSON OR KELSON KNE by or Knee upon the Deadwood
abaft, to be made either by the after piece of
Kelson, or to scarf with hook and butt upon the
after piece of Kelson. The said scarf to be long
The Arm against the Transoms to reach to the
upperside of the Deck or Wing Transoms, or
under side of the Lower Transom......++: sesseee | deck | deck | deck | deck | deck | d wing | wing | wing | wing |F
The Fore and Aft Arm to be in length........+5+ 22 0 ]21 20 6}20 3]20 O}19 6 is O}16 0/13 6}|G
Tapered from the size of the Kelson to be at the
FICO nani onde ian donnncnia bachewsudnns -osire ssocsee 1-38 hd | is ile 0 0 11] 0 10 H
To be bolted with Bolts in bias or distant
—<~
LS ET
es
from each other about. i weoWerercccecossecccees | 2 O} 2 10} i 10] 110 f ae i I ip
Diameter of the said Bolts ......++. Sevtivbasiceibrass oO 1%} 0 0 13;0 1 13 z}0 13)0 K
above the upper ae o the a)
Pee STE Far aarce NT elas adh oe steaks 27 026 626 2 }23 9 |22 6 i9 6 fis Lif
ing the Aft side Abafi line 8 : qt
a aft the foremost perpendicu-
Ae, eget Ge aan. Sh ie 27 9 26 9 26 3 |24 0 9 19 9 {Is MIP
Height of the een of the Stem above the e
upper edge of the Rabbet of the Keel........ » 44 9 [41 38 0 |35 9 9 30. 9 |29 N
sre. —The Stém to be moulded..i..s.csccseccscusccesesee | 1 QO] 1 PEG fa? 5 1 4/1 OO},
To be athwart-ships or sided at the Head.. 2 6)2 o' 2) 2" 0 1 1 8) 1 Pid
And to diminish from the Head to the lower ade
of the Lower Cheek to Upper Cheek ...sccreeeee | 1 9] 1 Bo Go 5 5 BA ei Q
To be sided at the Keel.........es00s Pawalaecdened P61 Se 2 bigeye R
Number of Pieces to make the Stem .....ses0006 | three | three | three | three | three three | thr S
Scarphs to be im length} ...sccccccsccecscsessreoree | 4 614 4) 4.214 0] 4 0 4°0/)4 T
Lips of the Scarphs not to be more than.......00. {0 510 51/0,5])0 510 43 0 440 Vv
Bolted with Bolts in number .ssscocssccseccsecceces | Cight | eight | eight | eight | eight siv | six Wi
and diameter... | 0 14] 0 G5 BELO 4 12 0, 1470 1 x
Apron.—The False Stem, or Apron, to be thick ..........} 1 2] 1 1 0/}0 1131011 0 9110 9 Yi
And broad as the Stem, if the Rabbet is in the
middle; otherwise ....+.. ovbee coscdece | 2) OF 2 95 Qua 2 KD RE Z
To give proper shift to the ‘Scarphs of the Stem,
and the Scarphs to be long..csccsceceeeeseoeeee | 1 10] 1 Se # 6 1 4)1 A
Bo.Larb or KNIGHT-HEAD TIMBERS, to’ be square at Head M5 hal 4 hl Bt Qi ii oS .ei B
To be sided at the Heels .ccccccnssevccscoccccences |. 1 2] 1 | ae 01 bo C
*.* The Heads to cast or open for securing the Bow-
sprit; and the Heels to run low enough down to |
take a Bolt in the Hook next below the Gun- e ie
deck Hook. 1
To be coaked and bolted through the Apron with , |
Bolts, -in number ..cosssecoceccccdoccaccocecceates 4 four | four | four | four | four ihe three | three |D|} 1 |
and diameter... | 0 13] 0 On 2Ef Oe-4z 1 1410 MEV
Haws pirces{—on each side, in Number.,....e.esseeseee | four | four | four | four | four ye three | four |F |
* The After Lower Piece of Deadwood, if desired, to be of elm, and form the After-shitts of Plank, and let down upon the Keel with a groove to |
stop the caulking; but in small vessels, the After-piece of Keel and Deadwood may be formed of 0 one piece,
Cee ar eT
a
‘
SCANTLINGS OF SHIPS OF EACH CLASS.
ae RE cee
‘4 < 1 ' . bet
a6 $+ 2a=- c cS ~ ' a tp a.
Beisel § A & 2 ae 2 East India Ships. .|_ West India Ships. g & 8
Petar pe ta TRO FO 5 n
ee 52 ee ee ee ee wn Se) ee
GUNS | GUNS | GUNS | GUNs | GUNS | GUNs ] TONS | ‘rons | TONs | TONS | TONS | TONS TONS | TONS | TONS
18 sail 12 edad Q4 18 1257 | 1000 | 818 544 440 330 133 170 60
ft. in. ft. in.| ft. in. | ft. n.| fl. in.| ft. in.| ft. in.| ft. in.| ft. in.) ft. in is in.| ft. in.| ft. in.) fts in.| fee in.| ft. in
S759 770 670 91/0 SIO 91-3 AO. yas OS Os Ser0 oS tener O° | O°! - 9
Dee eee ee SEE OES TR Sn): s 2/1.2)1 241 3] 1 2 Le MBA Oy) 0) 11
0 13/0, 13/0 2]0 13/0 14/0 13/0 2 2/0 2]0 1310 13/0 12 0 e340 2
0 210 2/0 3/0 2/0 2]/0 go 4 3110 310 3]}0 3]0 2
eee eee eee ere see eee 5 0 4 9 4 9 4 6 4 6 4 3
wing | se eee oe ses we | lower | lower | lower | lower | lower | lower | lower | lower | lower | lower
7 0
0 9 eee ote ose eee dee 1 1 0 0 ll 0 10 0 9 0 8t
1 8 |Knee under the Kelson.......s.+0.66. | eight | eight | eight | eight | seven | seven
1i . eee eee eee eee eeo 0 13 0 13 0 0 1d 0 iz 0 14
10 13 72 12 97112 0 eee eee eee 18 5 eee 18 3 15 3 14 9 16 0
9|14 5 ]11 93/12 9] ... eee ee a a ee Ree? Det T?, GH t7 6
6 22 316 6 j22 4/17 6/23 6 |19 6 38 3 eee vee 0130 8 sop eiee 10 0 Bye rblkd +S
Soe eGin eh. fee oSi ws) 7h Aza Sail so) eget: gh bert 1 011}1 0
Pee) See Diels O} 1, 2]. 4151, 3) le Qhobo Citak i.e 1 0 10} 0 10
: 4 Beso Li, | 1 ly O«}b lo 0 eee 1 41 3] icOzob Oh ae oy). a4
| oO 0311/0 93/0114;0 8);0 9/0 81/1 3 1 1}1 07f0 11] 0 103) 0 0 he Ont 0 oF
3 | three two | two | two | two | two | two | three | three | three | three | three | two tw two | two
T/3 8 fe Shs G13 OF OF 3 2/3 O13 - 6) 3 S6:) 3.67304 3 me 02) Se: 0
|¥jo 4 0 3110 3/0 3/0 3}0 3/0 3/0 436 4/0 410 38/0 310 3 0 0 2110 Qt
i 4 ‘six. sia six Stat sia six Sia Siw six sia Six six Sia six sie six
Xj}o 1) 0 02/0 0310 1/0 03/0 03/0 03/0 1210 12/0 1210 12/0 1/0 1 0 0 03]0 0
ae 0 7270 61/0 8/0 8/0 7]}0 830 103}010/0 91/0 9]0 8to 8 0 8/0 6
{
jk 6 Bee ie he L288 Bh led. iow di lge@ [fF 1s04 P18 ily Qh Sh Pe 7 Pres 1 010}1 0
‘ i 2 Been OP Shh, Ose OD, OF ty 471, Shee biel 0; 1 =O 0 OMI EL O-T1
41 0} O11/0 97/010)010;/010/0 931 3)1 2) 1 13-1 1471 17011 0 0 1034/0 9
O11 0 9;0 73}0 91010;010;0 9 1}1 0);011]0 10 9;0 8} 0 0 810 9
three | three | three | two | three | two | two | two five | five | four | three | three | two two | two
po 1) 0 03,0 0O27;0 027}0 1)0 O20 03}0 03 0 14)0 1310 14,0 1]0 110 0 0 03)0 0
| four | four | four | three | three | three | three | three | four | four | four | four | four | three three } four two
¢ ' .
+ The Scarphs are to be tabled together with a Hook-butt, and tarred Flannel is to be laid between the Scarphs, All the Bolts to go through the
ron and well clenched thereon. The Rabbet tobe taken out of the middle of the Stem, if required,
} The Hawse Pieces to fay against each other in wake of the Holes, and to be open above and below from one to two inches in large ships for air,
»
Le
Foxio MI. TABLE OF THE DIMENSIONS AND
Of Three
Decks.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING, cuns | Guns | Guns | Guns | Guns
110 98 80 74
Hawse Pirces—continued. St. in| ft. in| ft. in| ft.
Foremost Hawse Piece, sided...cscssccsccesees
Second Hawse Piece, sided.......cecesesecsoece
Third Hawse Piece, sided........ss-ceccosesecs
Fourth Hawse Piece, sided........sssesceees ae
Middle Piece, when any, sided, from 4 to 2
inches less than the diameter of the respective
Hawse-holes.
Hawse Pieces, sometimes taper at the heels, 2 or
3 inches.
Holes in diameter, on a square, after the Pipes
MIM FEE MMR aies cde siwchasyuceetss smekccnnanees ong
To be in distance from each other on a square |:
Hawse Pipes thick at the bottom........secsseese
Each to weigh about.........sss00e0e. cwt. grs. Lb,
The Hawse Pieces bolted together, one bolt
above the holes, and nwmber below..ccrccececces
The Bolts to be in diameter.....ssccsescssevcecees
Stern Post.—Fore and Aft at the Head....ss-cccsssevees
Thwartships at the Head.....s.cssesocsseeceseeee
Fore and Aft at the Wing Transom......seceesee
Thwartships at the Wing Transom.......scsseses
_ Fore and Aft at the Deck Transom..........5006
Thwartships at the Deck Transom........ese000.
Thence to taper at the Keel to.ccccccesseccseces-es
Fore and Aft on the Keel (the back or false post
included ).+.. onenseceescccssescccccetsocccenaes
And the main post not to have less wood abaft the
rabbet in that. direction.) d.cccsesspossasecens seas
Aftside abaft the rabbet at the Wing Transom
At Wing Transom,
Aftside of the rabbet abaft\ at lower edge of
$
>
Viet Di
1
1
1
1
Qo or D S*
“oOo
NO =
wo
— 0 0 0 1 HH CO
See ee ON
— te et et
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to —
—"
—
_—
the Afler-timber express- Tuck rail... 4 1|}410]8
ed in the Dimensions.... J Upper edge of
Keel ..cccerccsees 0 2)1 4) 1
False Post, the back of it (if any) to be abaft
the rabbet on the Keak seri eae eeeses
Bolted to the main Post, with one bolt between
each brace, in diameter,....ccssccccsevceccceces 1;0 1;0
Inner Post *—Fore and Aft at the upper end.......0+00. bi 2) Es
Fore and aft on the Keel.....scssscoovecesseescncce 1 5; 1 4) 1
To run up to the under side of Transom......+2.
The heel of the Stern Post and Keel to be se-
cured with knee-plates, in number .....sseeeees
One on each side, the said plates tobe broad .....4.
Let in flush with thin sheet copper behind, Plates
AMM rs eck Bape Veeas doubocoh sheds oabicigeh os O 05) 0 05) 0
Arm-up the Post lomgyss iss dis. 0l¢ tase Geved ces 29);2 9/2
Countersunk Bolt-holes in ditto, in number...... three | three | th
Arm along the Keel, im length...s.sccccsecneseees 3 913 OVS 9
Countersunk Bolts in ditto, in number.....secesees
The Bolts to have proper heads, and in dia-
SIMMET Sona do xesnauky egevanedransuccabesery+ane et Ot 70 THO
Or the heel of the Post to be ‘secured with
dovetail plates, if preferred... cscssrcorccececeee 2. 0;2 0/2
Broad or spread at the ends.csccrscrsssareccercvcce OnZ;a 270
PME 6 OME WR is acdsssnnanhanhansnsenucnnescte 0 53;0 530
Let in flush with thin sheet copper behind, plates
1g ae i PoP OHTHE SHE SETH ETE R Eee SED ESE SER EEe
. a ee capdaapaseaberesauasandnbnaneatontl
ae ee mR tin
0 os 0 og 0
* Broad, or Thwartships, as the Stern Post from
Of Two Decks.
44 38
ft. in. Jt. in. ft. in
1 4/1
1 4; 1
1 4i1
1 4} 1
1 oS el e
1 2i1 2
0 1310 1
6 00) 40
two wo two
0 13] 0
1 Aon h
1 oe!
I in me!
1 7 Lt
1
1
1 1A, Bo
2 O82 7
0 je 8 ae |
Q 10 | 0 10
6 10|4 4
3 OH b 7
2 107} 1 9
0 0Zz; 0 O
0 10%; 0 10
1 2 ft we
the Lower Transom,
Frigates, |
Ooo oe &
Vint Pit Plt Ol
OB OF OfZrA-
cine Tattle,
03} X
9|¥
1|Z
wing A
0 B
4 |!
#}
oz Z
6 IE
ree |F.
6 |G
i
og{I
8 ;
6 | L)
5 M
0 oN
upwards, and thence’
SCANTLINGS OF SHIPS OF EACH CLASS.
=
_ ! ' Ee My ~.: vo s
4 S 2Di1 sg] &s @ oye oe 4 ] © = bb a,
| Frigates, § Ee! Hs Bs! = East India Ships. | West India Ships. aa 8 5 g
T heel Che hed Gi ATs
GUNS | TONS | TONS | TONS] TONS| TONS] TONS | TONS | TONS
16 1257 | 1000 | 818 544 | 440 | 330 201 133
| a=”
| | Guns | GuNs
28 24 170 60
—_——
St. in| ft, in).
12 10 - 94
afi ifa oF 1 0 4}/010/1 ofo10: 15/1 4/1 3} 1°91 2) 1241 1]yp..] «. [0 10
Bi 1 bt] 2 Of. 15}/b 4) 1°3}45 Bhi 03 1 isi y 110 9
| teed ides bi sy s}o1)t oforlst ery ali sla ula ole 4 0 9%
iD} 1 1]1 0 1 4/010/1 Oloi1o} 15/1 4/1 311 Off 1 2] 12]}1 1
|
*
joa
=
'
Eli eli 1 010/011/0 9/0 9HoO o]1 341 21 29411 141 OF 0100 910 8]{o0 8fo 5
HP} 1 OO} 1 0 0 10 10 Fe OPO ILD oo SPER OS fp deeded dr Ope ben O4 Ov Lb pO 10. 0, 100.010
Glo W)0 1 0 0: 1/0 o2}0 o2}0 03/0 1410 12/0 120 1310 110 1] 0 02/0 03/0 03
| 300;230 200220 120120100420 400 320300 23022013 01120
two two two | three | one one one two two two two two two | one two | one one
01/0 1 0 037]0 02}0 03}0 03]0 140 13/0 1]0 1]0 07/0 030 03/0 03/0 03] 0 032
> 35.4 0 Sis BMWs tl Sle Set: sei 471 31}010/010;0 9{/010/}010;0 7
r 5314.4 0 OL, beO 1? 27-541 4) le CD "Sa OCl0 [Oe 1h 1a ORL OU t Org
F Shi 4 0 2 eee eee eee PB PAT A | Mee BA Be Beh edee Dep dee BPO ONO 11) 0. 11
1 5};1 4 0 0 eee eee eee 1 5]}/1 4/1 341.311 2)1 141 0]'0 1010 10]'0 10
011] 0 10 0 910 710 9]/0 721 3]1 2)1 0101110103 010]0 9130 910 9110 7
2 6;2 5 1 412 0/2 9/2 7}/2 4/2 3/2 2/2 14/2 043 2/2 34/2 9}]1 9]1 8
010; 0 10 0 11; 0 10 010;011;010/010/0 9}0 9}/0 81/0 810 7;0 8/0 7
0 10/0 10 0 9}|0 9;0 010; 1 0]011});011)010];010;)011}010)}0 9;);0 9/0 8
3 9/3 3 3 HW) 4'5)4'315 03 2)2 18,2 543 44/2 474.014 415 O12 21 3
fore it\afore it\afore it} - afore it afore it\afore it\afore it\afore it
Jil 1/0 7 0 SOP S12 O18 S12 1] well } 0.652872 3 POT6H1 31/4 170 3,14
| |e Dae 1 LJOf 1. 7Hersi|e@ 3)4.6)8 6)2.5)1 4) ofe sir g}2 4) 5/1-4
1X] 0 030 03 0 0 03/0 02/0 030 O0§$0 Of 0 07 0 02/0 03/0 0310 03/0 03/0 030 03/0 0§
‘Yio 80 8 0 0 710 5/0 6{0 53/1 0]011/010!H010}/0 9/0 8}0 71/0 7/0 7/0 6
‘241 0; 011 0 011;0 8/0 9)/0 9/1 4/1 3]1 241 1} 070114010/011/}0 9]0' 8
| quarter|-
wing | wing | filling | wing | deck | wing | wing | wing | wing | wing | wing | wing | wing | wing | wing | deck | deck | deck
{i two two two two | two two two two two two two two two two two | two two
‘Clo 30 3 0 31/0 330 3/0 3/0 3]/0 430 410 4/0 3Ho0 3:0 33/0 3/0 3}0 20 at
Dho oo o © 03/0 03/9 020 03]0 O20 Of 0 02/0 03.0 OF 0 03/0 08/0 02/0 02/0 03/0 08
-E|2 3)2 3 20\;2 31/2 072 0/2 0/2 9/2 6/2 6/2 342 3)/2 042 0} 2 OF 1 6]1 3
i : three | three two | three | two two two | three | three | three | three | three | two | two | two two | two
1G\3 3/3 3 3 0|/3 3/3 0/3 0)/3 033 9/3 6/3 6/3 3/3 3/3 0/3 01/2 9/2 3]/2 3
ih Sour | four three | four | three | three | three | four | four | four | four | four | three | three | three | three | three
jE jo oz 0 0 0 0710 0310 03/0 03/0 1]0 03/0 02/0 03]0 03/0 03/0 03/0 03/0 03/0 02
jE} 2 811 8] 1 1 8} 1 1 6/1 67/2 Of}1 8/1 8}1 8/1 6f1 6]1 6]1 611-3] 1 3
jL|0 6)0 6/0 510 6} 0 53/0 50 530 7/0 6|0 6|0 6/0 530 50 SHO 5HO 5/0 5
~~ RR 0 510 410 440 440 540 5/0 510 510 430 440 410 440 4] 0 4
her:
| OF} 0 OF) 0 03| 0 0219 08] 0 OF 0 0O2}0 O80 O20 02} 0 OF O OF O O20 O02] 0 Of 0 03,0 0%
0
e the Keel, as the shape of the body may require. To have a tenon into the Keel as the Main Post.
Fouto IV. TABLE OF THE DIMENSIONS AND, | i,
Of Three :
PARTICULARS OF EACH DIMENSION, Decks Sho Ora Frieney
' TET TE SIS celal
OR SCANTLING. GuNs | GuNs | Guns | GuNs| GuNs | GUNs| GuNs | GUNs | GUNs | GUNS
110 | 98 80 74 64°] 50 | 44 38 36 32
InnER Post—continued. ft. in.) ft. in.| ft. in.| ft. in| ft. in| ft. in| ft. in.) ft. in.) ft. in.) ft. im
Countersunk Bolts in each plate, in number....++ six | six siv six siv six six sia. six six
The Bolts to have proper heads, and.in diameter | 0 13}0 13/0 1/0 1/0 1]0 0 02/0 02/0 O27 0 02
TraNnsoMs.—WuncG Transom : Height of the upper side
of the Wing Transom at the middle line
above the upper edge of the rabbet of the
Kee]... .corcsccscccsecccccescccsocesscscssseseossee (30 0 198 6 128 4/196 6 196 0 [24 O j22 1 /@1 11 j20
Depth of the margin. secccccccessscesssevescossssrs | 0 610 610 61/0 610 5HO 540 580 830
Round Aft of the Wing Transomy........e. | 0 7/0 6/0 510 5/0 6] 0 640 GhO 6805
Round down of the Wing Transom at theends|0 5}/0 510 6/0 5/0 51/0 410 410 4] 0
Breadth at the Aftside of Wing Transom *, or
its length at the Aftside ......scecsecseseeverere (36 0 132 3 134 6 (32 6 [28 9 24 4125 0 |24 4 \24 0
Set hs deedaledesderereocdclscdpiteet pL abt SLR SP it MED Bay 031 OF} 1 OF 1 0
Moulded at the middle......¢+.00ee-00+ sscottecee ! 2 Z)2 212 Pi2 Oj] VIB} 1 10}110/110}1 9
Moulded at the ends...... eengesh sabedjocpes iedeoe, LG @ Me Silo ZIM! 6 PAS FPA ALISAP Es DAS
Bolted to the Post with two Bolts, in diameter... | 0 13/0 13)0 14,0 14/0 1240 10 18/0 14,0 1490
i| Fintinc TRansom, Sided, or so as to leave for air between | 0 111} 0 11 | 0 103} 0 10/0 92) 0 11 | 0 11} 0 103] 0 10 |M
it and the Wing Transom... ..ccccccseesessesessee | O 310 2110 21/0 2H0 3/0 310 256 34055
And, above the Plank of the Lower Deck.........10 3}0 3}0 3}/0 240 3]0 3/0 3/0 3/0 ge
Bolted to the Posts: with two Bolts (clear of
Middle) CidMetersssssssrecceervccecvecvssevsvcess
DECK TRANSOM, Sided......scpsccccccepccccccsevececvevences
Moulded as broad as it possibly can be gotten,
and rabbetted on the foreside for the better se-
curing the Deck Plank, if a hook, to be long
Chocks on the Aftside (if any) not to exceed in
thick mess.ccscecsvcceccevecsccccevecccccccces senses
Bolted thro’ the Post, with two Bolts (clear of
middle) diameter .sssssseesencecvessevccsceseecess
‘TRANSOMS below the Deck, or Friuuine io aes in
wore
pi
—
So
iH
- ©
se —
‘colH
a)
se —
al
i> CS
an)
o_
oo
_—
—
nin
oo
NUMDET ss ereveeesccecevscresssvcccsesscecsvssoscvees | SIX six six | five | five | four | three | three | two | two
( The Wri eecd C11 BA O11 1 ©] O 112] 0 114} 0 102] 0 11 | O 102] 0 103, 0
Sacindgdeaovd (11914 03} 1 0] O 112] 0 114] 0 101] 0 11 | O 102) O 103) 0
Third..cocoscocce | 1 ‘141 OFff1s) 0-4 0: 113/05912] 0 102, 0.111 0 10H o. on
Sided Fourth iscosteeds | Ll | 1 1 0] O 112} 0 114)0 104... codth Peed oss
Fifth occdesesces | F 2) 1 GH YT Of} O 114] 0-114) 0 10R ae ive nid ole
{ Sicths teodi06 a1 ta t go) 0°18 ; sack | Ooch | Buch fee
Heventivdcssenrnng 1 OT OT Oo ~ Age
Bolted with one Bolt in each, clear of the Stern
Knee Bolt; diturieter: 2ici sts cots cpdaciceslogcenasee
To leave space for air between each Transom...
The Chocks on the Aftside of the Toner
Transoms below the Deck not si ia th hs
exceed in thickness ..cccccssecees ees
1} Winc TRANSOM KneEs.—To have a Knee on each side,
sided if WOOd. Todccccoriceecsrsscceccsscssecorovve 1 1° 2711 )1 07 1 07.0 118 0 11 |.0 102} 0 10] 0
The Fore and Aft arm, in length.......0.sesee008 [18 O}17 0416 O {15 0 |14 0 113 6 {12 Of11 0 {10
Thwartship arm, inlength..,.....ccccsesessereee | 7 617 317 016 916 616 0}6 0}6 016
Bolted, with Bolts, insnumberes.'s.s decesceccsccace 16 16 14 14 12 11 LF 1 ke
Bolts. in Giameter...0ii <<) ..ivecdsaectsccssccdtecds | O AH O' 19] O EHO APO UO Uy 0 13,0 14,0
‘To have two Bolts at each end; or r lip, diameter |0 110 110 03,0 037 0 03) 0 03 03] 0 03/0 03)0
Iron Wing ‘Transom Knees, each to weigh
about cwt..sececeee oe eee vod cost Paes : eee eee
Lower Deck Transom KNEES, Sided.....cssssecsceessevee | 1 Of} O 1141011] 0 11] 0 10 910 9/0 810
Fore and Aft arm to cast under the Beams in ™
length 05 550.05 sccacaddedivsectbcbQerted 8 110 O19 619 O79 078 916 618 GES Beeps
Thwartship arm in length, and coak into the “
Transom...-+eee. wcverdsdeovessvcyesdacnmncsncse§ 6. 015 OF5 645 615 395 O84 OF Ae
¥ No chocks are admitted on the Aftside of the Wing Transom, Observe to place the Bolts clear of the middle. “Merchant ships 0
have the underside wrought straight. ' ; acl
‘
SCANTLINGS OF SHIPS OF EACH CLASS.
Zz 8.0 aoe Canned © ny
-doolg Sa|=s° oawma oO sk oo MOO, S
a eso COSTS OOOO SOOO own OO
ee ee ee NS
é ie ht
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: ° «2 S
po go MooOS nNoncs Sooos Onn o
= S mie No SE ESSE RE LPS REE SS PO RS RE OE EG SRT me ee aaa
See a) a 7 29M OMORDS
muha ee ee ee a eg YEN,
JESS eS = oS wmoHoS ieee So
- Se eo ST RE
piorg Pes Bay? Scr ance Th pm Se ee ©oo, SF
02 lus = 1S
[ES fas ° aS oo Conn o CO 1n + Oo
a re a rem
. oot RIA RIC Ni n Alee ies! ea
¥ lZs S49 ony nm Ontas 4 oS op rOnnorn a Che mio eo ron = Sem he fo,
n 0. eae: sea ® ao i>)
Bi Bo BES Qooo Hon c o Scoooceo OO. 1S me Ot SO OMe 2 Ss, Les cre ee aes
wn mit Ho HI hoo Nico nlo vi
8 ZO 5° mt219M Oonansd S oO oy AAA wo cual ee & SC) COO LAS ee oo
as) Spe s
| e+ : 2OCS BraAHS a o Roocco O10." Se EOF Oreo, soko: J<.e Pome
» : no a]eo mic
g 2 See re Otaint OnOomA oS ~ SoCo m+ © @ A00_ MO Sw © ©
= 6 st 2 2 ht fon) a
ak ka YOCS waa oa Oo = “so.odéo ao to F& igen sao, io see =
wn Nilo alts rakes) co No oS
|Z SAS Satan =O ont eo a = ee CAS wat id Oo Slog 6 Stor Fo
2 oes 3 Ne ames ag gs Dee aa peat A f= oO
= oH S oO pA ed = Ee ee _ o>) eR Gy oO oO oS OOu os 29 Oo oe) =
io) no mt es :
fey gol8,s Sanan<t st mM ow rr] = Roocoonsa amg ot nee SI ee! Se omo
is ale oO 93 O90 a aa i Oo eee i — a Ba og ca oO (ae a IC o.o oo (eo) an
a ry mo i+
a zis 7 69 29 19 SH tt QO oD = Seat et att © wt =) o ooo lH a ore
ea} oa Pm Ss ~ por
ere Soo ee oe 4 oO pe on ed eet et ee Se oO — mm Ht © OG Ce co wo
1 S molt Nico PEE ks : . eich
J3}yn9g Zo = qo i? UR Sg i . . 6 > 4) sa 8 0” 9 ee Le ea, a ° . Se ee an © . 8 . .
Pom]. 8 : : . See ney te ae a Pye s : : 2 3 : :
| Ie “o eo FSO WHOM MS ‘ : 5S : Z oma oO
—_— _—
s lst ria hia ont
Jang 2 See oS OH Sr ae : week oe: 2 Se OO ne : : :
=, Ya oo) : 5 P4 Sen eg ge 5 ° : : :
Sug |3 a oe So" 95460 Ole ar
wn pn se a a et
c.. ro) to) oo oS
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s : X Ss $ :
= > st © SCinn oo F >
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quiog ic) © © fer ron ° o 2S
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*yyor x Ze Se aot noOotor : rn > ‘i 5 i - eee ro - 2 z
, pad 5B = : * : : . = = : : :
erent Aap a ae tS NOSS WOHAO ae
_— —
5 No md 00 PICO Cd in|
“IEAM Pa ee eS Ee et etna - ’ . - LC AADD pte se ay coy rae err HS tiard 3 r
jodooig | 3-715 °% : > 23 eee ae Sie . eS Sa highs s
c) a) ooco ROTO Rooos Hes 6c" Bo kB S
col z — 2
n no r rH}OD HI a yO | Ico
§.°0° ott OoOOonran a) te ge OV Qe Frege et Seon ep OD ote Qe OS we : A
a e = BR ~ 8 nt nek = ° Sake 7 :
QN o +n <8 . _ .
£ © a) ©2oOoSoO Onrn OOO oo ore “oo CoO °O © CMM CSO ;
o ~ _ —
0 5 ry ria yjoo Hin Hic ro 409. eo} ct
= a & oO <t <oanm + CONnDnNMNFH On a?) . ial aD “ae ~ <t f=) = DOD a=) . -
= Z % R = : 8 ee a - ° Set Met he
-“_” . . . _ ° .
SS lé7 6 QOS Aaarsce we o —2" $3 l0So © CSC cam’ co _:
S 2
| <9 COB te Ono AZO ao mn a perN<s04 Me O H aMAaazoO at o
IE ELST AA LAA EA AAA neemeeoer erence
oS
ee a Pe SS a ee ae = rac i a a ee
+ The Fore and Aft arm of the Wood Knees are to be coaked or wrought with a Hook and Butt in the upper strake of spirketting, and the Thwart-
|| ship arm to coak or hook into the Transom Iron Knees. To have iron plates at the toe-holes.
B—TAB,
Fouto V. TABLE OF THE DIMENSIONS AND
Of Three
fecks. Of Two Decks.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
os | 80 | 64 | 50 | 44 | 38 | 36
Lower Deck Transom Knres—continued. ft. in| ft. in, ft in, St. in, Fe in.| ft. in.) ft. in,| ft. in. Jt. in.)
Bolted with Bolts in ntamiber ..ccccccscctcsccsccvece twelve} ten ten ten ten ten | ten
Middle Deck, and diameter sescscccsccoccessoes O 13,0 It 0 14,0 WYO 70 WYO Hit OF B 3
Lower deck, or Filling, Transom Knees, if ‘of |
Irdn, to weigh about cwé.......cecscssccvessccces |
Transom Knees between Middle idl Lower Deck, or
Transom Knees under the Lower Deck, if of Iron; |
or Pointers under the lower deck;to weigh cwt.
FasHION PIECEs.—The After Fashion Piece to be sided I I. 6%
After Fashion Piece to run up to the Under-
IGG OE Lhe gases id pis caves ie ese lod coats third
Middle Fashion Piece to run up to the Under-
Wide’ OF 15... Vile. Via Vises. Se Ps ee deck | deck
And the Heel to the Stepping upon Deadwood
Sided ....ecevees Dut hnstetoiee Pudeub aceeda dees’
Foremost Fashion Piece to Be Sidett; ‘and to run
up above the Wing Transom, or longer if to be
ZOLTEN, ..c006 sencecensenene feeeeeccvens soocede trees
and the Heel to run down below the Transoms
The Fashion Pieces to face on upon the ends of
the Urano, sich. csaccodccuseatbesincest 1 Saale
*,* The Fashion Pieces and After Timbers are to stand
square, or nearly so, with the turn of the body.
Room and Spaces, or Timber and Room, to be...........
‘FraMe-Timpers.—The First or Lower, Second or Middle,
and Third Futtocks, and Top Timber, to be
scarphed or framed together, and bolted with
Bolts an each Scarph, in number ssssececereceee
The Bolts to be square iron, diameter........ baed
Lower Futtocks to be bolted to the Floors in the
same manner.
To have ‘Two Short Timbers over each Port,
ts)
i>»)
three
0 12
Gidled rsssiaboovs<acdoodscte 8 ey ie oe ES : 1 07/1. 0 0 107
and upper end sided. 2st pdesdbedscdatenes 0 114) 011 0.97
The Short Timber over the Uppet Lioend 0 103} 0 10 0 9
Ports to be sided at the...... veeee U Upper-end 0.9 9 0 8
Froor TimBers.—In number ....csseeececeescecees ndalt vod 53 49 47
And sided in the bearing of the ship ............ 1 1 4 1 3
Sided from the bearing of the ship to forward
AGH ALE, -tboerncksddetesiet eke vee aebibbaeptadianecs 1 3 1 2
And those quite forwird'and’ait!, Te th 1 1-2 Lied
Length in the Mid-ships ..........sssscescedseee 29 6 0 5 0
Not. to have less whole wood below the Cutting
down in Mid-ships, and forward and aft to m- ,
crease with the rising...... osdeesvenetecetedeseves 1 1 4 13
To be moulded at the heads* .........0cseeeee Pah oak 1 I 22 Pe
‘Lower or First Furrocxs.—To be sided along Mid-
SRI. Sab Ve acvedateredeabars wa tienceaasexin tess’ 1 1} 3% 1 3
Ditto afore and abaft... soe besrocnvecssosstedesvons 1 1 2 i 2
To be moulded at the Heads.........e+00s A, thas 1 13 12 1 | 03
To scarph on the Second or Middle Futtocks in
Mid-ships........ diadagits Far iostesbied te stad Ue vat 7 7 0 6 6
Ditto afore and abaft.. ERS 4 fated SP ~ 6 6 5 6
The Heels of the Futtocks te run down to Dead-
wood, and to have substance left there ......s.00. 0 0 6 0 6
Not to have less stepping or substance at the Heels
of the Double Futtoeks, and Half Timbers, and 0 0 3} 0 3
the Heels bolted, with bolts, in diameter ..s...00. 0 0 1t On
* Thé Bolts: through the Floors are of the same size as the Kelson Bolts.
GUNS | GUNS | GUNS | GUNS | GUNS GUNS GUNS | GUNS | GUNS
O}1 O12 oF 1
2 612 6;2 652
1° O Fi2 0/84 Oe
0 13/0 13,0 12/0
2 93)2 712 ~47, 2
three | three | three | three
0 13/0 13)0 13,0
0 10 tee eee eee
0 9 ene ee eee
0 siH0 8/0 8]0
0.7 POO a7 ee
4) 50 46 43
1 931. 2@]/1.9]1
1} 1:43 pee
or 1 o11 O10
0 123 O 22 O jQ1
1911 9] 2/1
1 0/1 0} 0 113}0
1.9| 1) 1) Pow
1 1/1 OF 1 O21
1..0]0 11 | 0 102) 0
6316. 6)/6 616
5 316 SLO DHS
0..5 10.5 1O.. 46
0..3 10-.-3 | 0.3 FG
Q.1
Frigates,
0 1/0 1]0 1]}0 oOgK
In King’s ships the openings are filled up -
| 2.)8 ay nk o Oo ono ©
= 2 13 ws Ss i) nn oO. = 3
i cols oO }..- = 3 ae : ‘
i eB iS ° Q coe co) oom O'S ooo ce Mar) oo
| —~ - = —
| I ole rid ; mL ce i
| 5 2 6 |S © ° so o Aan0 = COn On =o
7 SHE 67 SR, Sg Sra = 3
i} ee °. a 3oe oc ec8e Qa 0664 6s < o°
| '
eRe HS * ofiet ‘ pn 8 4
” > i yee eilct HI mole
° ‘s ia o
| -sowooyog! 2 3 | 32 oo B20 S QanaS mo =o
a ss . cs)
i Jo F fe ° a Go ao oon aa soo ' ae eo
=
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i] pyoeg |251" > ° of a@ 299 SChy BLO Sa ao
| : Ss 9
ij pe fee °o ov Fo @GArAqgoa OS it ES Sug "ary ae oe
; , | a
| - Seo CA (=>) FE Hic * fale - ni . . 5 ica I J rol
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= lon) 3 = ol 2 3 In = oe ~ _
- ee B% 13 So en] xo Ss foo) fer) oO a te Gol a OSD a) aod 29 an oo
Mm a ; = —
W / r > St) [=) ~~ He Hic mI Tr) ey i
< x) ZGle se = “=o ¥ ° o>) — ol om a ooo oo Ong oo ao
ae) Gea F oO =) iS > ef 4
a § BIS Bo en a? Sok oy ° a os ma A O® HO ROO. on oo
y o So el pay
& 2 st Sa (o>) 3 tool fon) - pYe) . oad ial on sO oes oo af
rt e |25)°S7™ a as 8 = 8 9 i: 2 ts
. > eas wn
Do BESO om ao § oo ° re) fo = Bog 4O noo 64 oo
<a s Ho OO He ny : = ar) cole leo Ha mia mje ale
fz} - zojfs 2a S ea = om] o>) - co) om D BQ & eo a re OS oo or
a CDS S = & st 2
ls aa Pa j= o <a oO 3 4 ° a °o FAAS sm e028 “=O wre CF co
wn 5 mit oO SC ria Hic moo re) Ts ma
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= A gh |8 > B an PS “50 vi ne Rm SABHA Ano er tae eee ore om
=) oa! .:s 3 Ss a as ie
A ae 6 ee) a = « ° a so eoc0e0 = a8 - eee ee oo
& Pe mors aaginet ener mle eae al sale a ac
& B & o- 0° a 6 oO : Sy ne hee On, nee SOQ otha © Sr ete OS
© 5 _ 8 ; Sea = =e
a rc) e eae a eS Te eS coo BOD ee or ior SS eres
‘ : 4 “wale balls ict bee :
o te * eo , Oo @ A ° 3 ap epi = eam o6 Dee © G to5. co,
= Su Pa Ce - - - 8 ts Ge ae _ _ — ee
=. - Wee 4. | > + 2 . ° we Og Se
as Wg a |e PG a Bo . co oos oe = = RoC af es
4 ; voit : a ie
r - Ss wait wticd mie lt
w aul ZolS:: : ats : fee) 2 (= PKS) +2 ee Can oo or on Sp) ao
-urSiig 2e|..- Ps ss : ' 8 one a
Z, ! zc) se nt dealt a ° oo: 900 SS eS Oe ae. ou ene
< > - = _
ca Tr) mtr hie mc ole Ped enict
° a & :
oO [P8894 Zeal : - : :: : . : : fo) hg : pages, mm AO it 00 m2 > OD a ao
mM - tal so te we ee : oD
quiog B a a ao) Fe RO aS OO Ee OS ane OS aS
a a a ole - See ae wer ool rl elt wie
yoex | 2. |-8 ro. ee 2 oO ° es) so cock @.. Cts SO oe tee Oe om Cl
7 i : Oe : 8 : =a on = =
= ve . Py ior)
ysouuag | % | of o 98 ° rs) et ——o Cc oom ao Bes. we. 2 Ge
2 : = <7 =
§ S st °
a. S
e 2 oy o
= ae
§ S har)
:
e oO a
§ te)
roy)
East India ships have four Floors on each side the Main-mast, one idth more sided.
and caulked to the Floor heads.
Fouro VI.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
Lower or First Furrocks—continued.
In the Royal Navy, the Woodwanting within side
the Heels of the Lower Futtocks is made good up
to the cutting down by cross-chocks ; but in In-
dia, and other merchant ships, the Heels of the
Lower Futtocks run no lower than to take a
treenail in the outer edge of the Garboard
Strake in each timber. To have a Bolt driven
Jrem the outside, and clenched upon the Limber
Strauke through the heel of every Lower Fut-
tock Srom the After Hatchway to the Foremast.
Bolts, in diameter ans
SEconpD or MippLeEF urrocKs—Sided along the Midships
D° Afore and Abaft
To be moulded at the Hed ore
To scarph on the Third Futtocks amidships ....
D° Afore and Abaft <#
* .* The Middle Futtocks that come under the Middle
Deck Ports are to run up to the Sills.
Tuirp Furrocks.—To be sided along the Midships.....
D° Afore and Abaft.. eseeveecescceceesecees
To be moulded at the Heads..... pasivcvesdepeccs :
To scarph on the Fourth Futtocks or Top-
timbers in Midships........+eeeeeee
D° Afore and Abaft
** Those that come under Gun Deck Ports ure to
run up to the Sills.—In small vessels, where they
make the sides of Ports, they must be sided half
an inch more, and run up to the topside, and in
wake of the Channels.
Fourtu or Upper Furrocxs.—To be sided ......
To be moulded, at the Middle Deck...........
D° at the Upper Deck
To scarph on to the Top-timbers in Midships...
1)* Afore and “Abaft ....2.5,..000<. Ferber OF
ats Upper Futtocks in merchant ships are to run ‘le
six inches above the Middle Deck, all Fore and
Aft, except those that make the sides of Ports,
which are to run up to the top of the side (if
to be had). Those under the Ports to run up
to the Sills.
Top Timpers *.—To be sided at the Heels.........000006
Sided at the Upper Futtock Heads, or in wake
of the Ports....¢... oregepeaest ciderenss apsscesee
Sided at the top of the side.......... oo chagpdnects
Moulded.—Jn the range of the Lower Ports or
Upper Deck Ports in Frigates, and at the
Middle Deck in Merchant Ships ....++4.
In the range of the Quarter Deck....
In the range of the Forecustle.....sseeeees
In the waist at the top of the side..cceccereesees
Counter Timpers. See STERN.
ee eeeceresesoeese
eovereeseqore
it
In'‘funibere. 2. i) das. nde sees
KELSONS.....000. 10" be square (exclusive of what
lets down...... y. hvaienee asauseees ee
Between the Floors, which may be ;
Number of Pieces (and give shift to the scarphs
of main Keel and Masts
Thescarphs inlength (themiddle to come ona floor,
TABLE OF THE DIMENSIONS AND
Of Three
Decks, Of Two Decks.
Frigates.
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS
98 80 74 64 50 44 38
ft. in| ft. in.| ft. in.| ft. in. ft. in.| ft. in.| ft. in.| ft. in.
GUNS
110
GUNS
36
vie
DD WW
orn ooo
. —
Ow oS =
dit Pie Plt
113) 011 | 011
DooD =
NIA Np Pl
DADS
DIA Dp PIO
5 9[5 9|5 6|5 6
St. in).
Crnodsd
oD DH ©
nie
ee.
>i
bo 7b N <x
* Top-timbers making the sides of Ports are sided half an inch more than the above, that they may not be
SCANTLINGS OF SHIPS OF EACH CLASS.
|
mia mica Kia olt
n 8 nRRMwOM © 9 © © oy ao ©
doois 158]. 8 g
Aas cocoon fen talk, ° °o ° SO t= = eee.
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“SIG ste | Fe = Ss
aie on -o230%~« Sie °o °o = eg
$ Leal (oa) ot
wv 8 COOAO a) N nN <7 oOo 8a
wy tf) 9 &
qauooysg | 5 5 | ™ ee &
[ere ooots co ° ° oe. -2 Sa Os
: Fat ool mit Ia ole
g=|8 MnO M O- ? of Oo of + a) =>)
PET KS. S |S f S23 &
ao he cocoon o .U.° Of oS Gf 30 Boros Sis
» © eat colt elt RO elt mr mit ole Nilo
2 201s CAANSCSO . QAnanoog oO AN © yy Shen eS
og ht ee ee 2 3
= Be ~ SSC On oooos Ce aore ° ° S eo Net
wn > KlO Aja ric RIA ria mh mit mia
8 Zoe eoono°o AANOD a Oa & te Aes
se] o = $ 2g S
| bes i COD C O14 ooosts at IS.5 °o o 13 Fe, Saw
— : ? ko MIA HA J 1a ia mic
& 2 |S ono amo SODDOD SoS Of «© Dm 9» =e 6 O
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wn S No rc wit mca mica mild
. 2 of -& COOnOO SOD OM 4 mo oO © F< Ae Yo
wo om tl aon] al cn ioe! = Pag P=
= 2 e Onn ooo HOOO x» o oo o o 8S no Re
nm w s mI Ra HI Hid mic ole mld mo
3 ZoO|8 am ORM CODaM oO sors oO Co Ff HMA vO
= os e ® a 8: s =
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— $ mic Ha lea mca 1a ml me
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: ict rit J mit
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‘py |S]. : oa ee ae pee : : S37 $
; 2 = coots ° ro) Sia "OC O1e es A
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—vwpyng 12 44-5 2Q2AONO g piven 2 .° . may ClO Bsc
-Su 2a . : : ce emd : ‘ SS =
a | a) ong cocoons ° 2 ) =o So
rs lawn 2 o mia lst es
aut} Zo|§ 2P DOOM See : fon .& : iso =o so
Col . . ° . . . . . e =
-ursiig | & ad coonms ° o — a ee
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‘psaq 124 ):5 -CAnoo Cao OD Pest = _ © © mM Sy Ast Vo
- reed Pe > : : os ey: S 5
quod is eS ooons ooo «nxt ° ° ° Se > ee Oh a
- : | » = ret mc Hie mit
WPA | Zo|* ae Eat Feieene — Bays re eee os < iat hee
; — e . af, an . . i) =
yung | 3 et A aa ° ° 2 co Sa
o 2 mie ma ict Hct mI Nilo
IzM jo |Z & .0OoOOD Sho Co a eee o pe Caps ~~ soo 53
d > 2 . Sp A! a . ° : cael ee s S
ool§ 15 os cocoons Coo ns o co coco —~o a
= , walt ee mle Hie Hla Hit Ie He Hie ria mia Te
2 1.8 OD oo o NOG o-oo 35 5 an mo ©
é ea = mam. © a oa] - AS &
2 ee ~8 Cos On o “oos o co cos° -~o Sw
9) 2 [Siiina ls Dies e Dileeai aaha* amr> ; volt ee er sn gpa "ipee <! ; He He He cole wht oe mia Re 4
= Z & 4 eonm CO oO Om ¢ o at Gi P29 29 29 » oO 2 ©
i 58 — ALAS = Lane! , : bk
rc) a ofS On o oot eo .o¢ ecco Simo Sw
—e Te MH —— ee : (ORO wnoe~.5 Pa Lm
y
|
k
| too much weakened by letting in the Sills; and have short Top-timbers to run up to take the rough-tree rail, &c.
Fouto VII. TABLE OF THE DIMENSIONS AND
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
| Counter TimBERs—continued.
Lips of the Scarphs not more in thickness than
Each Lip to be bolted with two bolts (two or
three inches into the floor) diameter ....sevecees
The Kelson to be bolted* through every floor
with one bolt, diameter ...ccccccsssssceceececes
East India ship’s side Kelson to be deep.........
Broad...d..000
Side Kelsons to be distant from the Midship
Kelson, and bolted and fayed upon the
FL UDOTS BBs cd henea's oe egnesuuh cvpescates a
Driven upwards with one bolt in two a}
0 0B
4
0
4
11,C
D
in every floor and Jower futtock heel, dia-
MELET ss ececerseccoes
STEMSON, or Inner Stem, to be sided at the upper end,
4nd Mowlded... wb cpseesn ds cence cbessvctoaeceons
And scarph on to the foremost piece of Kelson. ve
And to tun up to theupper side of Deck Transom
wre } Height of [ At thé Stem). c.cocshsccssesdece ses iI
eeoeeesesesere Beeeeerteresese
ithe At. Dect, Fit... .<cdewiss<tustyes
Lower edge | At the After Timber ..... aabetoeed itt
* These heights are taken in a line with the upper
edge of the rabbet in the Keel.
Maite W ales piard 2. scvsutusehacdek ossasscurbeshs
Number of, Strakegsh cicossedeaess cosbecses ee as
and thickness. ee
TuicksTurF under Main Wales—Sérakes in number.....
The upper edge of the first to be thick ..........
The upper edge of ‘the lower strake, thick......
*.* The under edge to be of the thickness of the bot-
tom plank, and the intermediate strakes to taper
regularly thence to the upper edge of the upper
strake.
Number of strakes of English plank under the
WIE ceescbvencsscdsodenceahs senssvob seaeceegetboce
PLank of the BoTToM to be thick} ¢.....ccsvcccscctovecees
And to have three strakes between every two
WALES
geet
a o #
r. 8
co ws
ee
eleven | eleven nine | nine
butts, and scarphs in length ............. Risxas 0
Number of strakes next the Keel, to be rabbetted :
at ithe butts and: €dges .ecceoccescecsorseccrseecss ‘
To fasten the bottom plank with itreenail, size
when mooted, (and should not be overhauled
BINGE WATOS) ..0d0c dicnnceghhveAcndeuiadvasedhok sen
To. have one bolt in the timber next each butt
and clenched inside, diameter .secsececeeveee wae
TuicksTurF upon the Main Wales, strakes, in nwmber...
The first strake upon the wale....thick.......+. ee
OPOdd ..esseees
The second strake upon the wale thick...... ine's
broad... soso».
Stuff between the Main and Channel Wales,
ERICK, ooccdecsccecatacevevsshsesstacduccsensspenvees
Stuff of Topside, to diminish from thick stuff
upon the wales to under edge of sheer strakes..
CHANNEL WaLes—Distatice from the upper edge of the
Main Wales in Midships to the lower edge
of the Channel Wale on a perpendicular......
* The Kelson Bolts should all be driven through, and carefully clenched on the under side of the Main Keel. Excepting where the rabbet for th
plank is taken out in the middle, there they come through and clench on the under side of the Keel that is coaked to the Main Keel, 7
SCANTLINGS OF SHIPS OF EACH CLASS.
3 ¢ 2 | bp. Ae East India Ships. West India Ships.
Rn .
GUNS | GUNS TONS TONS | TONS
24 18 1257 818 | 544
in| ft. in.| ft. in| ft. in.
0 33/0 32
0 03/0 03,0 0}
0 1210
- ©
ae
—_—
2
3
AnoQoaond
Niet Pit
oe e
Di NIH DI
ooo
17
15
19
eee ene
0 230 2/0 2
~)
\ 4 Bi ‘ < Bh s ° . *
| + Owing to the scarcity of Oak plank, it is admitted, particularly in mcrchant ships, to work 2 and 3-inch plank, with six feet shift, and two
‘strakes between ; and 4-inch plank, and upwards, with five feet shift, and three between every two butts upon the same timber,
Forro VIII. TABLE OF THE DIMENSIONS AND:
Of Three
Wecks: Of Two Decks. Frigates.
PARTICULARS OF EACH DIMENSION,
GUNS | GUNS | GUNs | GUNS | GUNS | GUNS | GUNS| GUNs | GUNs | GUNS
110 98 80 74 64 50 44 38 36 32
UIE! Gee ee eee Ee
a Cia Cail Aaa Alb Thames be 4 Sh
3 013 613 07/3 012 GREE 4
three | three | three | three} two two
0 61/0 530 5430 54)0 530 5
OR SCANTLING.
CHANNEL WALES—continued.
Channel Wale broads...c.d0ds..licbatecelecetssoecs
Number of Strakeg.s. cs ,cdycsdscestsccasqudupesess
Thickness), 6.6... aese. Qagietve J9 sbi lhce Ce ceneas ds
*..* The lower edge of the Channel Wales should work
, down to the Stops of the Ports below, Wood
being left sufficient for the Port Hooks.
Plank above the Channel Wales.—The lower
edge of the first Strake upon the Channel Wales
£0 Be thickeccsccccvscceccee: ee vccsceccvcccescccorce
The second Strake above to be thick ....savesecesese
SHEER WateEs.—Distance from the upper edge of the
Channel Wales to the lower edge of the Sheer
Wales on a perpendicular.......seecsseeee coves
Sheer Wales broad ......csecidsccdeccvbecsrecsecees
Number of Strakes: i. ..c. de. csd. cede esdbesctecce
Thicknness’s ss iso cgovstevedece deevceqeths chase danse
** The lower edge of the Sheer Wales should work |
down to the Stops of the Middle Deck Ports,
and sufficient Wood left for the Port Hooks.
SHEER STRAKES.—Distance on a perpendicular from the
upper edge of the Sheer Wales (in three-deck
ships) of Channel Wales (in two-deck ships)
and main Wales (in Frigates, &c. &c.) to the
Top-timber line or upperside of the Sheer
Strakes jo.s dh oi db vee he ose seed se ddogsbbecdivey cdecce
Sheer Strakés broad ..4.6s0deasssbieee Sasa vccccdever
Number of Strakes..........000. sdvevdoestbep cheese
ang Thick 62 iaéy. 0d <b5hs oth sees ondses PERS 5 25 yas
*,* The lower dize of the Sheer Strakes works down
to the Ports of the Upper Deck along the Mid-
ships—To. be of English Oak Plank behind the
Channels. —The Sheer Strakes to be kept pa-
rallel Fore and Aft.
Plank upon the first drift to be thick....s...e.06
Plank next under the Plank Sheers, upper edge
ERC ii ah. evs cap se acdahesvencedenecocuupaneivy
Butt Enp Botts. —To have one Bolt driven with a ring
under its head (or a full head made) in the
timber next the butt of the Wales. Clamps,
and all stuff, 4 inches thick: the bolts the
size of those in the butts of the bottom.
1.11 | 1.10°| Be
two two
0 £2) 4
WITHIN BOARD.
Ortop Cramps; Strakes in number......+++- sececvsecsscveee | two | two | two | two | two | two | two | two two | two |
The upper Strake thick......ecse+sees eects seaeeed 110 9 0-840 770 10.210 610 5 Ce eee
brodd...ccccvercere Jelecsbosiseeee PH 441 46 4034.11.4)] f 2] blo) 21S Pee
The lower Strake thick ..ccsccsesssecceseoeeecceees 0 81/0 7/0 6/0 6/0 6/0 510 4/0 410 410 3
broad ....sserees veialeocacwcbdeed A262 0 2094-1, 0) 1.2] Lif] & 0} Oe Pee
The said two Strakes may be reduced to one at
the fashion piece and apron, and reduced in \
thickness within 7 or 9 feet to.ceccocoscssseneee | O G6} O 510 510 510 51/0 4/0 3/0 31/0 310 2
and broad ....... ve cavdecodecedaceddocodvecéecccheed? | 4 OF 0 18/0 10] 0 10} 0 10 150 10]0 10) @ Se
Ortop Beams.—The upper sides to be below ( Afore......} 7 3)7 117 217 21/610/6 9
the under side of the gun-deck} Midis. 7 1147 147.017 2)610/8 90|5 2)5 83 oe
plank at the middle of the beam C Abaft......] 7 3] 7 1/7 247 2 610|6 9
Beams to round up in Midships......s0see00e0. | 0 2/0 2}0 230 23/0 2/0 2/0 2/0 210 2) 0° 2
To have beams in numbef.....seceeceeeeveceseeeee | 20 20 24 22 21 21 six six six six
Aftside of the after beam afore the after per-
PENAICUIAL ..,..ervecccreecreessevsnscevsececerores 95 0\23 0 22 6 24 et 22 9 19 0
SCANTLINGS OF SHIPS OF EACH CLASS.
| aS | SHtadl4y1 os] & ef 0} whe
: ‘ 3 . , - ‘ 5 bt
Frigates. ss Se 5 2) & s a = = East India Ships. West India Ships. 4 § 5 8
= ,b0,8 = g 8
S i rs} aA
GUNs | GUNS | GUNs| GUNs| GUNs | GUNs | GUNS | GUNS] TONS| TONS | TONS | TONS} TONS} TONS | TONS | TONS | TONS | TONS
28 24 18 10 12 10 24 16 | 1257] 1000} 818 | 544 | 440 | 330 | 201 | 133 } 170 60
I ft. inj fe. inl fe. in| ft. in| ft. in| ft. in| ft. in| fe. in| fe. in| ft. in| ft. in| fe. in] ft. in| ft. in fe. in| ft. ins fe. ind ft. in.
Ai6 6,6 4 ne Butt 4374 415.9 p44. 4
ae 107 Fr Spi 840.10} 0 10] 0 11 011/010
WC | two | two | two | one one | one | one | one
plo 3310 3210 3]}0 2/0 3]0 2/0 ato ax
Gtid o> }f1...7-h... seo 10. 3/0: Bt 0,-3 | Our@t 0, 2 |-Q-2
WEG 2 Piece E ooos, Pe vee, | O Fh O03 POPS f Ome Wide p2yled we
C——TAB,
Fouto IX.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
OnLop—continued.
Fore-side of the foremost Beam abaft the fore-
mest perpendicular ...scipocvesceders consopere sds
Orlop beams to be square (from the beam to
which the After Riding Bitts are bolted to the
beam that makes the forepart of Cockpit...+...+.
Fourth beam '
from Peer ee te eeeeerooenesteres
Third beam ft PeeeeeeCeaeeeeeeteneeeese
my Second beam
After beam .ie.rcdcecesess
Fourth beam k
eee eres eeroeeresonesesee
OPC eee Oee reo Esereseee
from
Third beam a
Second beam
Foremost beam .......
* .* Those Beams which are made in two or more pieces
are put together and bolted as the Gun-deck
beams, which see.
KneEs—The Orlop beams to be kneed at each end, with one
Lodging Knee, fayed home to the Timbers, ex-
cepting to those beams that come upon the inside
stuff, there the Knees to fay also.
Lodging Knees—to be sided.....cccescseseseecees
Thwartship Arm long (coak into the beam)......
Fore & Aft Arm from beam to beam, ornot short of
Standard Knees, to have one Standard Knee to
each end of every beam, except those beams
where there comes second futtock riders and
the beams from afore and abaft ...-se.seseeeeee
Standard Knees to be sided.......ccresesescseeeecs
Thwartship Arms long.....c.seeecseees sbevegeceses
The side arms to reach upwards from the under-
side of the Orlop beams to the underside of
the Gun-deck beams within two inches.
The Knees to be bolted with bolts, in number....
in diameter .s+.s0e
* * To have four bolts in the beam arms and five bolts in
the side arms where the length will admit.
CarLinc—To frame the Orlop on each side, No. of tiers,
From the room before the Fore Hatchway to
the room of the Mizen-mast, and from thence
forward and aft..,.....ccsscccscveqcevceverp alles
Peer eeereseneoseepeeeees
na Reba delev esas ataseeicesceresse sense cttOTORd
Carlings f vr kb dasas Dine Fekoneueones 4QCkD
— scored on upon the beams aloft......... °
and below
The side tier of Carlings to be kept out clear of
the-side...,...«. cab aewahs ey shencavabaneea os
Lepcrs.—The Ledges to be broad ..,...... See seadweh days
saadens co ccepocrcsce GECD en cidsccacccsnsccvcvcncesce
aondwis Syenandeceelde: PUUDOCE oashshecbatacadsasvaces
Piank or Boarp, for the Orlop flat, thick...ccccccceess ern
SrrakeE upon the ends of the Orlop beams thick;
and bie.
PLank above this wane to the Gun-deck clamps to be
thick
Srep for the Fore Jear-capstan, brodd...cccssseeee Ay eee
Depth to answer with the Capstan-partners aloft.
To be let down with a double stop, and on the
bed aloft ......ccesarcccrscccccvscpecess cocceses
And the ends to be bolted tiepugh the ‘beam with
two bolts in diaMeler..eseeseeeeeees seciseosaane oes
Of Three
Decks.
110
0
15
Le 4
Wa &:
132
2 Reg |
1 4
13
1 ie}
i aa |
0 102
4-9
4 9
three
0 ll
4 6
nine
0 13
four
three
0 11
0 10
0 12
a
3.9
0 6
0 5
1
0 2
0 8
1 3
0 6
20
0 at
O e14
GUNS
98
TABLE OF THE DIMENSIONS AND
Of Two Decks.
GUNS
80
9° oO 1 3
1 4/1 32
19.3 FI 23
1 21 2
1 11 '1
1-1 49 (02
17 Ses
1 231 2
LLY Dd
1 1]1 O8
010;0 9g
Sih ae 7
A’ St4i7
three | three
0 103] 0 10
4 5) 454
nine | S8or9
O 12,0 13
four three
three | two
0 102) 0 10
0 9110 9
0 14)0 4
Oo 12;0 13
3 Ager 3 26
O64 04 Sz
O> 50} 0° 5
12 Ow 1S 0
Oo orR Ore
0 73,0 7
Pins «2
0 5/Q At
i 1.20
O 210° Qf
0 13,0 12
GUNS
74
Let eel eel ee eee ee oe ed
OO
== oo ©
bit phe
die
nie
owpn work DW
pie
din
pe
ne
oe Dwourck
eet
a
GUNS
64
—— |—____.-_—
. in. ft. in in.| ft. in.| ft. in.) ft. in.| ft. in. ft. in.) ft. in. ft. in. in. ft. in. in,
die Pie
die
owner NOOK bb
mop ©
to
GUNS
50
OM ee Om ee et
eo ©
10° 3 TS" OFS" O
din
- & O
ooo
1]
0 103} 0 10] 0 10
0 73
3.9
4.50
ns
as oS
8o0r9
0;
three
two
OF
Ove ay
0 1%
On?
3.4
0 5
Oo 41
18
0 12
0 4
12
0} 3
i}
Frigates, |
Guns | cuns | Guns | Guns] |
44 38 36 32
0 7%
oe
4 0
0 8
gee
8or9
0 nl
three
two
OF
0 6
0H
| ae |
3 Ye
0 5
O 4!
re
0 1
0.4
ee
0 3
0 7
3 6 |
AC
0 8
3.3
8079
0 14,7
three q
1
two it
0 6i }
0 53) i
0 |
Oo 1A}
3 4) @
Oo 4 |
o 4) 49
1 0 ||
0 125/B]
i. a
Li 0
o3ia
eee D1
79 A™e ome * a
- —
SCANTLINGS OF SHIPS OF EACH CLASS.
4 ' 4 he |
a8 $+ aa me o v : a fl
ss|e3e| ee = | East India Ships. | West India Ships. | 3 | § | P| & |
| Ae|8r | aS 5 a | 3 a
——
TONS | TONS | TONS | TONS | TONS
330 | 201 | 133 | 170 60
—— — J —— |) | |
ToNs | TONs | TONS
818 | 544-}| 440
TONS
1000
‘Guns | Tons
16 | 1257
ee fp ee
GUNS | GUNS | GUNS} GUNS | GUNS
2% | 2 | 18 | 10 | 12
1A Of those carlings that make the sides of hatchways, and the tier next the side, and also the carlings in the fore platform and after
platform, the upper sides are to be kept flush with the upper sides of the beams; the other carlings are to be let down below the
upper side of the beams, the thickness of the flat, and sometiines one inch more.
1) B | And let on to rabbets taken out of the beams, and those carlings which are even with the upper sides of the beams.
i © | And let down upon the ends of the beams 1 inch.
orn
D |And to be in length the whole distance from the afiside of the after beam to the foreside of the foremost beam.
Fotto X. TABLE OF THE DIMENSIONS AND
Of Three ’ . i
PARTICULARS OF EACH DIMENSION, Dees: Of wo ame: Feat
OR SCANTLING. cuNs | Guns| Guns | GuNs| GuNs | GuNs| GuNs | GUNs | GUNS ‘Guns | cus |
110 bincaa 80 74 64 50 44 KR | 36 32
if
St. in. ft. in.| ft. in.| ft. in.| ft. tn.| ft. in.| ft. in. ft. in. in.| ft. in| ft. in. |
Sait Room.—To have one in Midships abaft the Fore
Hatch, and extend to the main Hatch, the 1
Capstan being parted off; built with 14 inch Be |
rabbetted deals upon Carlings. The said | :
Carlings to be deep. ..scossssessstevsesssvonsovee | 1 OTT O11 O11 0} 2 OPO IN] > ..2) |) ae
and broad .......0s+000- seossnenesscdee | 0 10:10 10} 0 10] 010|010)0 OF) 2.) [See |
The Stantions of the Sail Room tobe sguare..... | 0 8/0 8/0 710 7/0 7]0 7] ... see eos .. [Ci
STANTIONS.—To have a tier next the side, and at each 1 |
end of the Orlop, to =P the crowns of the |
Cables, sided ssecsscessssssesssssceecsecsessassesee 10 810 °8/0 810 8/0 7210 710 710 71/0 6HO GDM
To be Bang and APE. css vu vonsapcccgeciaed ussee {0 7/0 7/0 7/0 7/0 60 6)0 6]0 6]o 610 6/EWP)
The said Stantions to be kept clear of the side... 3 913 713 6|3 613 6/3 6|3 4)3 41/3 413 41F 0% |
x The Flat within the Wings to be framed with ledges 3 inches square, let down into the side Carlings and Knees. ‘ |
ee Barrens between the said Stantions. To have oak battens about 4 or 5 inches broad, and two inches deep, nailed down on|G |} |
Hammock Racks and Tricing. The same as on the Gun Deck, to be fixed overhead in the cable tiers. |
Hatcuways.—To be framed with plank Of.......0...000. |0 3)0 3/0 3/0 3/0 3/0 3/0 3/0 3/0 3/0 3 |
. broadisicssscesersesetsccsevoesee | O 810.810 81-0 810 710 710 6006 Gn 6 cam
bearded to the edge to........)0 2/0 2/0 2}0 2]/0 2]/0 2]o0 13,0 130 130 15] ff
PLATFORM BEAMS, Sided.........00. ie ae ee ey ae ees aa oe : 3 0 103} 0 103/010} 0 OHH |
moulded. ..ceree Leake ntthictee ts wsaven tees fr vee Ses oes des ees -- |010/010]/0 920 OIL IP
asunder about seecesseees ieLectodoudraitbet tl teat wes ae fas eee 29| to |3 913 9{KIP
EO WOM PL. 5 4a kee wads loth i gbOae covenant eee Bes tee ue hes .. |O 210 21/0 210 2/La
Height from the upper side of the Flat, atthe | |
middle line, to the under side of the Deck |
Plank above, of the Fore Platform......... ae wae “ae bar tip we 6 316 316-316 3|Mf#
Ditto of the After Platform.......cccccsesscseeees PAS nee eee ven Ly ais coe {2 Ow oS 316 3|N]f
KneEs.—The Platform Beams to knee at each end, with 4
two Lodging Knees, or one Lodging Knee,
and one hanging Standard. (The hanging
Standards are mostly to the after beam and
fourth beam from aft.) | a
Banging Standard, sided .iicuisivsevaes ieee esecces base ae qe oh fe .. |0 810 7H 0 72 ? | a
Lodging Knees, sided ......sssesseees svcvcedecsecee | ‘eve a5 eae eee aa veo} Oba Cinite PORT ae OT}
Hanging Arm of the Standard, long... ese See soe tee oes .. | 6 Of. GF OF SF10 F589 | :
Standards and Lodging Knees, Thwartship |
Arion elotegs jets eae ceel ei ANG eT). ns itp ae ge% he | 3 9 138 "O48 7 iss 6am i”
Bolted with Bolts, in NEE ALTIUS, MIE TEIN] AP 1% fy Ae ae we | nine | eight | eight | seven |Q\
me drltneb ed Geer RAE YE ds ae 8 ao ats - |O 1910 13/0 13,0 1) Rag
FraMinG upon the Fore Platform.—To have a scuttle be-
tween the first and second beam from forward :
to go down into the fore peek, fitted with light
gratings or hatches. The suid scuttle to be on
the starboard sde of the middle line, to be
athwart ships... seeee diadeuueacvrecdectt 2
Fore and aft abaft the Sih evicst beam intheclear | 3 ;
Scuttle to light room upon the larboard side, , i a
close abaft the second beam from forward, ’ |
To be square in the clear..scccccescossees eSeuvuosoee: OO Le LO Aee OS Wat DiS OO ee? te
. Scuttle to magazine, upon the starboard side,
close abaft the fourth beam from forward, "
Fo be square in the clear.....ccceccccseesses Hadets SO. POTS O BP. OD Tees ie
A cap scuttle upon the larboard side, abreast mit
the magazine scuttle: to hand up filled car-
HO
ies)
ios)
ww to
om
w ro
om
w& PO
om
w&
om
tridges,
To be square in the clear......0005 OT) CFL 6 FL 6 pi Ayiies
A flat scuttle in the Midships eho ‘the after
riding bitts.—To the fore shot locker or coal | * .
hole.
Fore and Aft i... sgescseveses savvecccccccsosveceesce 2 61/2 6/2 4/2 4/2 2|2 2
Thwartships..... sveesweleeae att ta alee Oh a) SO Be OO BANS 5:9 dst QapeBard
SCANTLINGS OF SHIPS OF EACH CLASS.
Frigates, 2S East India Ships. West India Ships. | 6 _ 3°
, sa) Sa ' Pa} nH
Guns | Guns | GuNs| Guns | Guns | GUNS} GuNs | GuNs | Tons | Tons] Tons | Tons | Tons | TONs| TONs| TONS | TONS | TONS
28 24 18 10 12 10 24 16 | 1257 | 1000} 818 | 544 | 440 | 330 {| 201 | 133
ft. in| ft. in| fe. ind ft. in| ft. in| ft. in| fe. in| ft. in| ft. ind ft. in| fe. in| fe. in| ft. in| fe. in| ft. in| ft. in.
A| The Carlings are to be let down in the Orlop beams 1} inch, and the upper sides rabbeted 14 inch.
'B | Down to 14 inch of the insides. Upon the upper sides of the Carlings are fixed. the Stantions.
| The Heels to be chased into the Carling, and the Heads tenoned up into the beams, allowing the thickness of the deal without the
rabbet. The outsides of the Stantions to be rounded with a bold round. About 1 ft. 3 in. from the sides of the Sail Room, in the
clear, are fixed another tier of Stantions of the same size, and rounded on the side-side opposite those for the Sail. Room.
The sides next the cables to be rounded, and to have rabbets formed on the insides, with quartering brought on sideways to re-
_ceive pannels of lattice work between, to form the wings, made of 14 inch deal, and bolted into the sides.
| the Flat about 2 feet usunder, and the upper edges champhered.
Pl el
— O br
5 {If required.
Fouio XI.
PARTICULARS OF EACH DIMENSION, Decks. Of Two Decks. . Frigates.
OR SCANTLING. GUNS | GUNS cuns | GuNS GUNS | GUNS |} GUNS | GUNS | GUNS GUNS |
FRAMING OF PLATFORMS—continued.
Lepcrs.—The Platform Ledges to he asunder.........0+++
BuLkHeaDs and StoreE-rooms upon the Platforms. To build a Bulkhead on each side with 11 inch rabbetted deal, and Stantions
TABLE OF THE DIMENSIONS AND
a re
Of Three
110 98 80 74 64 50 44 38 36
Framing upon the After Platform.—To have a
double flap scuttle, with a fore and aft car-
ling in the midships, to shift with rabbets, and
the flaps hung next the side with hinges.
Fore and Aft..cccccceees
Thwartships...cccsccesere
To have a double flap scuttle over the fish room,
(now used for spirits or coals) fitted as the
spirit room scuttle in large ships, but a single
flap in Frigates, &c.
To Spirit Room to be
Ip
oo
Ip
oo
IP
oo
es
oo
Ib
oo
as
Fore GR. AF nabs aconsee 3 9 3
Thwartships ........00.. | 4 94
Carlings* to have tiers of carlings in number.,...
Fish-room scuttle to be ;
i. th
broad... ee oe rh a4 + ie
0
1
0
0
& ea.
Ciel
3
Ed
wOrOUAROO
Ss
wOPROEUAR OD
deep ..0. ese eee eee eee eee aoe
.
.
.
.
° .
. .
e
.
-
broad... eee .
deep ws. es ve
WRPOUAS OD
COM OCOD FY
oor ool rw
Cor oeZ Fe
Ow O —& or
the side sufficiently only to take up the wing-scuttles, and to have a hanging or sliding door at each end.
To the midships of the wing bulkhead on the larboard side to build a sail-room forward, a boatswain’s store-room annexed,
Sail room in length about ....sceccsesecceereeeeeee [21 0/21 0 120 0 [20 O]18 0 116. 0 ‘i
The ship’s side in the sail-room to be lined with fea-
ther edged deal. N. B. The stantions to stand on
the foreside of the sail room bulk-head on account
of the sliding scuttle out of the boatswuin’s store-
room.
The bottom of the sail-room dunnaged with
DattEns ...sccccccsepecccorcccccccsccnsccscesasquare|0 210.210 210 2/0 2 2
Boatswain’s store-room, in length about........... |15 0 {15 O|14 0/14 0}12 O11 O]} ... eee see see
Boatswain’s cabin, or block-room,,.....length... |}6 016 0}/6 0/6 0/6 0/6 O] 4. eee te ove
To the midships of the wing bulkhead on the star-
board side, to build a carpenter’s store-room; and
abaft it, a carpenter’s cabin, or pitch room.
Carpenter’s store-room in length about........... (27 0 |26 0/25 0 |24 0/23 0 j22 O| ... ove soe eee
Carpenter’s cabin, or pitch-room in length ...... 6 01/6 016 0)6 0}6 0/6 O| ., ‘ one eee
To build upon the starboard side a passage to the
magazine scuttle, of 14 inch rabbeted deals. The
said passage to be lined with plaster, and slit
deal on each side. a
Passage to magazine in the clear..,.........000081/3 01/3 0/2 912 9/2 6|2 6] ... eee toe tee
The sills of the doors to be deep......-6. seseeeee | 1 Of 1 OF 1 OF 1 OF O1L {OI
And the passage lined with lead on the flat, 7lbs. to the foot square, turned up at the sides five or six inches, and the corners care- ler
To build on the larboard side a passage to the light-room scuttle, and to inclose the scuttle for handing up filled cartridges with |¥
\
*
=
To build a grating, or lattice bulkhead, with a door on the starboard side, at the aftside of the platform. N. B. The stantions
ir
After platform to the midships of the wing bulkhead, on the larboard side, to build abaft a steward’s room next afore. A cabin for | ,
Stewards room to be in length.serreceveerereeeere | 10010 Of 9 O19 Of 8 Of 7 Of we [vee f vee | ove by
fore bulkhead for a dresser, and a shelf above it. The fore bulkhead to be double tinned down to the dresser, and over |& |
Cabin for the purser, in length.............. core tO ONG OF 6 0)}6, OF 6, 01/6) Of 4. ae ee ve JAY
Store-room for marine clothing, in length......|6 9}/6 9|/6 0/6 0/5 6/5 O| .. oe tee ey |
Slop-room, to be in length..........scsccesoosceeee | 5 615 615 Of 5 Of 4 OF 4 O : obe af Ay \‘
To the midship of the wing bulkhead, on the star- — |
board side, to build a store-room for the captain |
abaft, next afore that a cabin for the surgeon,
and before that w store-room for the first lieu- ti
tenant.
* The side tier of carlings in large ships are to be kept at a sufficient distance fromthe side on the fore platform, for scuttles in .
vm
a
soe ee go
Pa Vy Se
Sih PO Mee + OZ
3 — -
a a oe
a 2
SCANTLINGS OF SHIPS OF EACH CLASS,
aeueeinniens = —_ mans ee A,
a8 Fs e/ ads ok & = PI . a,
= 2 Y ao 0 © o " j : : =} on
Frigates. | 82 | § 3] & 2] 8 ‘=| = | East India Ships. West India Ships. | “G 8s) a} 3
Be So a> | a> oO} oO a | a
ie." nl as Soa ee eae le a ww
Guns | Guns | Guns | GuNs | Guns | Guns | Guns | Guns | Tons | rons | Tons | TONS | TONS | TONS | TONS | TONs | TONS | TONS
18 10 12 10 24 16 | 1257 | 1000] 818 544 | 440 | 339
130 170 | 60
mee we ged ews fe-aeree te-rcr-as Ore e-—eee!| Seed. Sere Pe
> Oo
oS
6
9] «
oy
i
wwopersg or
Pie
sS
wmwopersor
pr
~y
i wWOW KS HO
oroogz
=
— Cy *)
cor ooltFre
EET Te
DHwowprs
about 3! by 4! inches the whole length of the platforms, and sometimes round the forepart. ‘The said Bulkhead to be kept from
and abaft the store-room a boatswain’s cabin, or block-room.
~
Fitted with bins, shelves, and a fixed light.
Cabins fitted with bed-place, sash-light, lockers, cupboard, and shelves.
Fitted with a nail-room, bins, shelves, and a fixt light.
Fitted as the boatswains. All ships under the rank of line of battle ships have the officers cabins built upon the lower deck.
'R | To have-two doors near the entrance of the passage for the better security.
‘| fully turned so as to hold water when required.
WT | a door ; and line the same with slit deal and plaster.
pees with bin, shelves, and racks with pins.
Vy} | to be on the foreside of the bulkhead.
.| the purser before that, a marine clothing room, and afore that a slop room.
Fitted with a bin at the side, and sliding door into the bread room, and an elm plank about 20 inches wide fitted against the
head as far aft as the aft part of the door way, which is to be hung in two, that the upper half only may be used oceasionally.
. a Fitted as the cabins forward.
Fitted with a bin next the side, and shelves all round.
5 Fitted with a bin next the side, and Jockers and shelves all round.
| Wings, through which persons may go down in time of action: and, to secure thereto the heads of the wing-stantions in the magazine.
Foto XII.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
BULKHEADs and SToRE-RoomMs—continued.
The Captain’s store-room to be in length about |13 0 |12 0 {11
To drive two eye-bolts in the aftside of the beam
next abaft the foremost bulkhead, to sling a
wine cask. The doors to be double, and shut
against a shifting Stantion, that one or both
may be used occasionally.
Surgeon’s cabin to be in length ......s.seseesevees
Lieutenant’s store-room to be in length about...
Lastly, to complete the Cockpit, by building a bulkhead athwuart, close abaft the Steward and Captain’s store-room doors.
TABLE OF THE DIMENSIONS AND
Of Three
Decks: Of Two Decks. Frigates.
cuns | Guns | Guns | Guns | uns | Guns | Guns] GuNs | GuNs | GUNS
110 | 98 80 74 | 64 50 44 | 38 36 32
0 10 0 10 0 10 0 eee eee eee eee
ft. in] ft. m.| ft. in. Tt. in.| ft. in.| ft. in.| ft. in.| ft. ft. ind ft. in.| ft. in) —
6 01/6 0/6 O|6 0/6 0/6 0
6 9416' 915 935 9045 047 4.9
eee eee eee
eee eee eee
Steward, on the larboard side of the light-room door. Or, in smaller ships, a Dispensary over the crowning of the powder-room. Oa
MipsuiP PLatrorm between the main and fore Hatchways.
Beams, sided.. Dawe
mcnldae PP oe
TOUN UP seeeecvevvees
KnrgEs.—The Beams to be knee’d at each end with two
Lodging Knees, sided ..
Every other Beam to have a hanging Standard,
RIGPO bo Pcvasnas dia seni es
eeoreeneecseresese
eeorerereesenerece eeee
Length of Arms, and bolting the same as the Platforms.
IN THE HOLD.
Limser Boarps to be thick (of English oak plank) and
fitted into rabbets to lie flush...
Strake next the Limbers, or upon the Jower Fut-
tock Heels, out from the side of the Kelson.....
The Limber boards not to exceed 3 feet long, and
those under the hatchways to be fitted with the
grain upwards.
Poeoersoeeebesses
Number of thick Strakes next the Limbers......
The first thick or Limber ieee hy
DOG snzecccccesecanesessfes ses
The second to be ake aes
Seog aos geen aoe
If not Three) The third to be thick............
Kelsons broad...... 4 f=
and abaft, and in thickness (within about 9
feet of the extreme)......+4+. Sppesseesen
THICKSTUFF at the FLoor-HEADs, number of Strakes...
The middle Strakes, or Strake, that is Ue
Which Strakes may be reduced to one tof
wrought on the joints of the floor-
head, 10 de..s0secsserseseees eee broad...
And the Strake, or Strakes, above and ) thick...
below those on the joints, to be..... t
And the upper and lower Strake.........
eeeeces
broad...
Which number of Strakes are to be reduced
afore and abaft to.. she biele Kis sie MGSBii<'S sale ahs
And in thickness aithes pry 9 fect of the ex-
SPORE J i. s nsinc cone dn snanen
Thickstuff at the first Fattock Heads, or Middle
Bands, in Merchant Ships, nwmber of Strakes
The middle Strake, orStrakes, wrought } thick...
On the joint, to be ...ceocereeereeees - i broad...
And the Strakes, or Strake, above, be- 2? thick...
low those over the joints, to be...... i broad ..
Which number of Strakes forward and aft may
De TEUUGEd Wess asnatecstestteesheneanecereee se
soe see +o eee oe 1 O 1190 1078 WTO Tt
tee ee oe -» | 0.10 | ONO 7 OHO 10
ee ove eee ee oe | 0O..2950 BIO SEO
°o
es ae ey, the wt 1 OF FO FES FI
ere @ee eee eee eee eee 0 8 0 8 07 73,0
To have also a grating or lattice bulkhead at the fore end, and after|
2}
0 330 3310 3/0 3/0 3/0 3/0 3/0 3}0 3]/0 3}L}
O11};011)/011/011}011)011/011}/011;011}011 M|
two | two two two two two two | two two two |N{
0 8/0 8/0 8}/0 8}/0 7}/0 7] 0 60 6]0 6jO 52)0}
1 3/1 3)1 2411 2/1 21 TiC2 OFF IPP ae pe
0.7, 00. 07 10-710. 7.110 Tae Wrought Top and Q
1 2) 1.21 1h Tee PF as eee Butt.
0 6/0 6/0 3520
five | five | five } five | five | five | six six six
0 9/0 9F0 8]0 8 {0 72.0 7/0 7 ROR GR Oe ome
L 6) 1:5 1 4] 19S My Pensa oe ls Sea eee Pere
0 910 9/0 8/0 8]0 72,0 7/0 64/0°5})0 540
3 pr ayer Peer Pee eee ey Oe OO ea cee
0 8210 8/0 71/0 7/0 63 0°6 Two Strakes, each | ‘
Levee] 82 “Tho 90H fs $010, ede OT O4 I wrought Top and Butt. (|D
four | four | four | four | four | four | four | four Sour te . |) ;
0 6/0 6/0 5/0 5/0 40 4/0 4) 0 3}0 3) 0 3)F
i
three | three | three | three | three | three | four | four | four | four |}
0 8)/0 8}.0 7/0 7}0 60 61,0 6/0 530 Se Led
1 5}1 5)12 4/1 311. 3]1 2]2 2)2 0} 2 Oe
0710 7/0 6}0 6]0 5310 5|0 54}0 4)0 4) Ge 7
1 3/1 271, 1)1 bfl°’ 1} 1 Of 1 10 | 0 See
two | two | two | two | two | two | three | three | three |
SCANTLINGS OF SHIPS OF EACH CLASS.
r -2 1 Z * 5
i a5 s+ sa = to. b & oD =
| . w ss 2 o © ce : : .
a. Frigates. Ss] & 8 = g{ Oc |e = = East India Ships. West India Ships. 3 8 4 a
Gel srl arlar | Fo} oO s 3 = 8
71 AQ nN faa) Rn
| Guns | GuNs | GUNS] GUNS ‘euns | Guns | Guns} Guns | Tons | Tons | rons | Tons | Tons | Tons | Tons | Tons} Tons | TONS
| 28 24 18 10 12 10 24 16 | 1257 | 1000 | 818 }, 544 | 440 | 330 | 201 | 133 | 170 60
h
|
| St Sr Te ed Cn pee eneen
yy | ft. in.) ft. in| ft. in.) ft. in.) ft. in| ft. ins ft. in| ft. in. ft. in.| ft. in.| ft. in. ft. in| ft. in.| ft. in.| ft. ind ft. in.) ft. in.) ft. in.
|
|
'B |Fitted as the cabins forward.
= |Fitted with a bin against the side, and shelves around.
D |starboard side of powder-room door to build a Dispensary for the Surgeon, fitted with shelves, and sometimes a birth for the Purser’s
EB |To build a 1% inch rabbeted deal bulkhead, at the foreside of the plutform, with a door on the larboard side, as an entry into the after hold.
W |
Fi For the cables, and to be framed, fitted in all respects, and laid the same as the midship part of the Orlop in line of battle ships.
| Especially the Beams next the Masts. The Lodging Knees fay home to the tirtnbers.
0 3/0 a0 2]0 2/0 alo 2
I
4 K jend, the Stantion kept upon the platform.
qe
Hilo 3/0 3]0 2:10 2/0 3/0 ato 2/0 2]0 3]o 3fo 3sjo 3
M O011/011}1 3)011]}0 9]0 9{0 9 | Over the heels of the Lower Futtocks.
two two two one two two two two two one one one one one one one one
eae 440 4)0° 6).0 4/0 410 4)0 § 40°55 | 0.5 40.. 5¢],0 4!10 4}0 32} 0 3} 0 A OOS
eee ete i) LO 1 ie 6 O ffl OFF. OGL 20 [ee Pe One 19 Ol ie Ob.O Fo p.OF104F-0°103] 0 9
eer meoees 1 Os | 0..5 1053 1043 | O43 | 0°54 0- 554.0..4.02°3-] 05-34 & 3h0 2310 2410 3);0 2
Deeper 10 11 1.1 O10 101.0 11 | 0 11 4:0 11 [-0°11 | - 10 08101010 | @ 100 SLO 9} Oo 910.8
ee eee ee * eee . . 0 4 0) 4 (9) 3
eee eee . . eee eee . 0 EE (@) 11 0: 10
Ceo 210 47.0 210 21:0 210 3410 SF tO" 2h°0 21) 0 2170 210 DOS 2ee0 12 ‘0 1z
three | three | three | three | three | three | three | five | five | three } three | three | three | three | three | three | two
Omer eaen0 4)-0 61:0 424) 0,41':0 4170 5 ]'0 5] O41 0) 42:0 “2 fOr 4pOr3ir 0° 3 oO) 32/0 3
Pewee et bt OL SD) 0 Ita OT 0 41 He Oa) CBee Lee eles bed bon Ovkekn 10. LOO. Gav OA9 | Oo 7S
Peerage 1 Os | Or 5 | OS 1) Os POs Ors 0's 5 Sx 0) 3) fF O31, 0 S310 HSE 07 OF} O 12) 0 ge
now 1 OO Ti FO 10 20 10 PO LO 1 O11) O}.0-171-1..0-10:..0°10:1..0. 944.0 QOr 8b 0 8} 0 7
eee ee . * . . . 0 4 0) 4
eee * ee . eee , @) “ti 0 11
two two two one one one one | three | three | two two two two one one one one
three | three | one sv one one | three | three | three | three | three | two | two
On410-4]0. 37... Jo.3fo.310 4],0 40.4[0 4] 0° 4) 0° 4]0° 4
ee 170 10 ary 0 AORN LT a0 11 Dh CONE RS OCR On tects Ostend a5 iO)
Oe°33] 0--3 its ee ees ae Os
Dati )).0.10 vee ome “ee 0 10
4
'M| two | two | two| .. | . |... |... 1 two | two | two | two | two | two | two
Fouro XIII. TABLE OF THE DIMENSIONS AND :
Of Three
PARTICULARS OF EACH DIMENSION, Dechy. Of Two Decks. Frigates.
OR SCANTLING.
Een |e Ln Sees Serene SenunNeeen
GUNS | GUNs | GUNS | GUNS | GUNS | GUNS | GUNS | GUNs | GUNs | GUNS
110 74 64 50 44
THICKsTUFF—continued.
And in thickness (within about eight feet of the
CXETEME coaccccccccccccsccvvcececcccescececcsccecces
Footwa Linc between the Thickstuff—The Footwaling
between the Limbers and Floorheads—thick.. |] 0 610 61/0 510 510 5/)0 450 41}0 4]0 4/0 4
The Footwaling between the Floor-heads, and
First Futtock heads, thick.....cccsccccscsseseee | O 510 51/0 44/0 4])0 4/0 32:0 34/0 340 3/0 3
The Footwaling above the Thickstuff at the
Floor-heads and Middle Bands to be in thick-
TICSS cocccerececascecsccsecccesrseneenesersesesresens ace eee
Lower Deck Transom Knegs, and ‘Transom KNEES.—
See TRANSOMs.
SLEEPERS or PoinTERS.—On each side ......... Number... | three | three | three | three | three | three | two | two | two |. two
Sided...... | 0 11] 0 11] 0 103] 0 10310 10/010101010- 930 930 9
Arm next the sid@, long....sseseccocssscsssceveeee (13 0113 0 J12 0 }12 O}11 Ofl1 O10 019 6)9 649 O
Those made of iron to weigh about............. ov does soe . tee tee tee
Bolts in number in the Fore and Aft or Sid
AIM cocccnsovvsccevescsccsscssscsccsccossccssossece | eight | eight | seven | seven | seven | seven | six six six six
and diameter | 0 13|0 1310 1210 1210 1810 12/0 az}0 igo 1g10 13K]
*.* The Arms that fay against the Transoms are to stand square thereto, and to take two bolts through as many Transoms as} L |f
frigates. The foremost to clear the toe of the Deck or Wing Transom Knee. Of that next the middle line, the head fays| M
CrutcHes.—In the Run Abaft,.....,..sseeeeeeee Number... | three | three | three | three | three | three | three | three | three | three |N
Sided..ccc 1 1 37L 244 144 2)1,.111 OF @ eee i
Length of the Arms €ach..+.cccccoresovvsecreeeree | 9 Of 8 618 318 078 017 616 916 6/6 O15 OPH)
Bolts, in number ..cecescccccssscvcsseccccecsesececees | Lwelve| twelve | twelve | twelve| twelve| ten ten | eight | eight | eight |Q\-
Diameter ..scccccccosscccccccessscvevcsesee | O 13/0 13,09 14/0 180 13/0 HIO HO HIG IO time
If Iron Crutches, each to weigh about .........66 | evs ore eee tee ove vee eee eee tee ee
*.* The Crutches to stand square with the body, and
equally spaced; the foremost crutch nearly un-
der the mizen-mast, the other two between that
and the inner post.
Main Step.—The Main Step to be sided......seeeeeeeee | 3 613 413 213
Deep apos. the Kelson... 2.258 ..Gpsusssegieereeese 2: G6.) 2? SPS 1S
In length (or to slide easily by the Well Stan-
OWS). dh aclte soda ane deekitvn nove anudecs cath an aeas oe eee eve eee vee eee ooo eee eee eee eee
* .* To have set Bolt holes, bored into the Kelson, about
nine inches from the Step, one forward and one
aft, that the Step may be wedged to the rake of
the mast at pleasure. The bolts about 13 inch
diameter.
Fore Step*.—The Fore Step to be made by two hooks,
each silled sicciscscvctdicocansssedscaccecsescsevss | bot | Lipl 44-c2 | Lach] lO 7 Od14 Ode
In the clear asunder equally from the mast’s '
COURS stag asso retasdaencgewqentnvgipaesstvaerarpecl |e CR LTE WOMteh a Eo | Skea n oan ee 0) 3
Each th lem pth sia. Bivebepeahssdespstsandeanabescs [1O. Pptan eo 16 O}16 O}15 O 114 0 {12
Bolts in number in each .....seccesscssceveseserees | Cwelve | twelve | twelve | twelve| ten ten | ten ten | ten | eight
Diameter iis cade nsdjsecdeccdbbetoepedecseccewsseca.) @ 1H. O° 44] 0-39) 0. 194) O 2H O
To be fitted with a Carling on each of 1 0/1 04011)011]011]0
1 9
0
the middle line, let into the hooks,
Carling like... ..ccssescssscsseecvence.eee f Deep 1 611.631 4]1 251 211 991 Oise
Fore Step made in one, to be sided (and the
middle placed under the centre of the mast... | «+. tee ene ods eos ees ve eee eon 1 2
Len Bein, «disease nbsnnisssdpappteandbsp chevabocedae ada eee see eee eee eee oe eee eee tee 11
To have two Oak Carlings one on each
side the Kelson, each piece to lie fore | Deep see see eee eee toe eve eee eee soe soe
and aft to receive the Main Step. To { Broad | .«. eee see soe | cee ase eee oot! lf Dees eee
DEse ia spensbe cs beats tina debeder eeoreosee
If not three Kelsons.......++++. Long ose oon eee oon See eee eae tee eae oes
* The fore step is to chock up from the Kelson, to the depth of the mast’s heel, with a piece of oak, broad enough for the carling to rabbet on, |
The insides of the carlings to be let down so as to form the tapering of the mast’s heeling, and to score or let on upon the hooks 14 inch aloft. The }
distance between the hooks is to be filled up with sliding chocks to the size of the mast’s heeling, the fore and aft way. ‘The shifting chocks may be
SCANTLINGS OF SHIPS OF EACH CLASS,
Frigates. East India Ships. | West India Ships.
Cutter.
21,
a | a
Sloop
of War.
Tons | Toxs | TONS
133 | 170 60
ft. in| ft. in| fe in.
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS| GUNS | GUNS | TONS | TONS | TONS
28 24 18 10 12 10 24 16 | 1257 | 1000 | 818
TONS | TONS | TONS
544 | 440 | 330
a
ft. in.) ft. in.) ft. in.) ft. in.) ft. in. ft. in| ft. in.) ft. in.| ft. in.) ft. in.
Alo 3{o0 3/0 3]0 2| .. |o 2}]0 2]0 ato ato 23
Blo 31/0 31/0 2/0 2]0 3/0 2/0 2]o a: 0 2/0 20 2
Cio0.3}0 3]/0 2]0 2/0 3J/0 2]o0 afo a
0 2}0 20 12
fice | five | five | ... a: a. se wee | seven | seven} sir
MLO PO. fleet Pile |. O AFF O 1f) O. 121 0. 2ab 0! 13)/0
possible. The heads of the Sleepers to run up to the upper side of the Deck Transom, in larger ships, and Wing Transom in
against the Siernson Knee in large ships, at the next Transom below the Deck, and the middle one equally between.
two two two two | three | one one one | three | three | two two two two one two two one
WO Onan 0...8 1 0.:.7 | 0-9 | On:7 | O.. 7] O'S a sas nate es aia wae poet HO <3. 00: Fin Or Ge
Perens OG OFS GIFS 616 G17 617 016.916.4)6 0/6 015 615 915 914.9
eight | eight | eight | six | eight | six six sir | ten | ten | ten | eight | eight | eight | sir six six six”
0 110 1410 1]0° O70 1310 07]0 02/0 of} 0 1310 12/0 1210 1280 1]0 1]0 02} 0 OZ 0 03/0 03
eee toe ove coe cwt.13 2 10} 3 1 012 2 1442 1 62 O 14,2 00)130
2 0/110}1 8/1 6/2 of 110/110] 2 ele 4f2 3}2 e}2 of110]1 9f1 8]e 4]1 6] 1 4
Pteek 2S4 gt OF 1 0 O8t Pel SEL SE) Sh. beeheh oe dH ee] o@LO-Es £0 OP G10 | O 10
ose eee tee oe eee eve ove eee 6 0 6 0 5 0 5 ¢] 4 9 4 9 4 6 4 6 4 VU | 4 0
eight | eight | eight | six | eight | six | six vee eee tee . | eight | eight | eight | eight
0 lio LW O OFF 0 1910 O2F-:0 Off 20. Fo one Po coe | ace PO REL Or RO LBL Or OF
o~r
> vo
o-=
mD ro
oo
oOo =
—
“Ow
_—_
— to
—_
26 O(|21 0 }16 0
eee eee eee eee eee see eee eee
}| made of 3-inch plank, of a parallel thickness, and the chock on each side the mast heel may be of the same thickness on the upper side; but the
| underside must increase its thickness to the taper of the heeling, Each chock to have an iron ring and start driven in its upper side.
Forio XIV. TABLE OF THE DIMENSIONS AND
Of Three
Breast-HooKs.—To have Breast-hooks equally spaced
between the Fore Step and Lower Deck
Hook, in number....ccssereccoesseceescecceesseee | five | five | four | four | four | four | four | three | three
The Upper Breast-hook in length.........see00008 [18 0 |18 0 ]17 0/16 0/16 0 |16 0 }16 015 O}15 O15 O
The Lower Breast-hook in length........seseceee (16 0 116 0 ]15 0 {12 0 |13 0 |12 0 jI2 O 12 O }I2 O12 O
Each sided:.....f 1 (4) 1 63°P 13 | 1..3 | 1:2] 1.4 9140 Gees
|
PARTICULARS OF EACH DIMENSION, Decks. wi Olea ok 8 vic | |
BSE RENTER ——,
OR SCANTLING. Guns | Guns | Guns | Guns | Guns | GuNs | Guns | Guns | Guns | GUNS | ~
110 98 pe 74 64 50 44 38 36 32 | .
Fore STEP—continued. , St. in.) ft. in. fte in. in. ft. in. in. ft. in in. ft. in.| ft.-in.| ft. in.| ft. in.| ft. in. | |
To have two Oak Carlings, one on each side,
at the main Step, to receive the Forestep, \
TOPIC SUUT ELS. occ dsassctucbechapredceoutseubieeash Wy sas te aos ies MAE vos sek ste eve cee fe
And sufficiently long to take Bolts through five | 4
Floors. The Bolts to have two drifts of
Bize. Bolis diameter. o5cs.s0cspocescse ss eee soe eee B: Be eve * ses tee . (Bam
If not Three Kelsons. —Each Carling to be bolt-
ed through every Floor and Lower F uttock,
from the outside. Bolts diameter...ccecccssseee | see eee tee eee coe ooo owe toe ooo in’ | | i
Bolts in Ae. Upper Hook....+..0.+06 | . 13 13 13 13 11 11 11 11 11 11
number (°° "7 "©" ) Lower Hook..eeeeeeee | Uo} UW | iu | 9 9 9 | -9 9 9
In diameter....... eoeee | O 13/0 13/0 13/0 13/0 13/0 12/0°13}0 WO WO
The Breast-hooks to stand square with the body
as nearly as possible. Those of Iron to
weighiahout weack Riss. b..20i ts chadvibecesceet, | over see eee re tee eee oa eee see
Firoor Rivers.—To have Floor Riders, in number ...... | five | five | four | four | four | four | ... eee Les
in length........ |31 0 |30 0 |28 0/24 0 {24 0/23 O toe tee tee
Sided igescssetave’ |, LewO-f Lend £1965 f 1905.1) 1 eek eee tee tee eee
Deep’‘on the. Kelson, not less than ./....t.0:-500 | 1 SD} 1 411 4)12 4/0 3'2 Oe tee tee
Moulded at the Floor Head on the thickest
Strakess.steccéu seus gaas cedhawtsalepeusedeemaneecseet hb ct dal. co Lee Seeds 2 Ik) ee
women
Bolts in each, in number...... | 12 | 12 | 12 | 10 | 10 | 10 | se | eee f see | oe |} Q
diameter..... O 12/0 1410 13/0 13)0 13,0 12]... cee tee coe” Be
LOWERPUTTOCK RIDERS, SIGE scccheccevethvocrsactcssses fi) 5 kh. 4:0 73 Pl 3 hls 3 eee
Nwnber oh ach Sides, ..0..c004 es do sbsedech ote ne eight | eight | six six six | ‘six
Moulded at the Floor Heads on a the thickest
Strakes ..... secasugtesccspopecevecedessecdersqeesces fol. 4 fl 34hd 3.01 3 Pl Sas |
Moulded at the Head... .002. (Neesttsedectesucctl F212 1 OF ..0 | LO Rees ty
The lower Ends not to reach the Kelson by...... | 2 9/2 61/2 3/2 O}|2 0j|2 0 1
And not to leave .less whole wood at the 4
ends thang i...) teresedens ionctquess ssaneers 0 6/0 5})0 510 4/0 470 4 5 |
The Heads to reach upwards, to give scarph to i
second Futtock Riders........0.+«+ S$ OF8 68 478337 9 07.6 |
Such as fay to the sides of the Floor "Riders ‘to |
be, in number.. three | three | two | two | two | two ia
Bolted thereto fore and aft with square iron,
diameter.......}|9 13}0 13)0 12/0 13/0 13}0
To have Cross-chocks fayed with a Hook, and
deep onthe Keleon.coves | 1.5 | Let 4 14.4 | 1A | ToeSyp ge
Butt Scarphs across the Heels of the Lower Riders,
Scarphs, long.......|5 014 9}4 61/4 3}4 0}4 0
Bolts through the Cross-chocks, in number...... | eight | eight | six six siv six
diameter.....|0 13,0 123}0 12/0 13,0 13}0 13
Fore and Aft Bolts through the Cross- § number. | eight | eight | six six six six
chocks gd Bloor HUN Vege ioe O 13);0 13/0 12;0 14,0 13,0 Wf
Second Furrock Ripers.—On each side, number........ | eight | eight | six six six six
Bided.vclecseoe (A> SAR 23115212 203 @h1 1
Length sufficient to scarph under the head of
the Floor Rider, and to continue upwards to
the lower side of the Orlop Beams.
The scarphs to have a Hook Butt, and length... |} 3 0}3 0]/3.0]3 012 9/2 9
* To have oue or two thin square plates of Iron let in behind the arms of all Iron Breast-hooks, and Standards, against the Bow and Stem a | 1
Post, Wing Transom, and all Iron Knees, or as many as shall be required. (See Midship Sections Plate 8.) All the Bolts in ditto to have stout ‘7
SCANTLINGS OF SHIPS OF EACH CLASS.
ne ' - < . K
u 53 a ye: Fas] wis ee ~ oO
, Se 1 34 Oo} ga} 20% o ‘ : : ; 2 =
Frigates. se] § 89 E 2) .2.8 | Fs 3 East India Ships. West India Ships. wal g
= . s i=) =| 3
ee oe - 18 wT a 9
———— | —_— ——_ j ——_—_-—___ —-.
GUNS | GUNS] GUNS | TONS | TONS | TONS | TONS | TONs | TONS | TONS | TONS
10 24 16. | 1257 | 1000} 818 | 544 | 440 | 330 | 201 | 133
| ft. in.| ft. in.) ft. in.) ft. in ft. in.) ft. in.) ft. in.
GUNS | GUNS | GUNs | GUNs | GUNs
28 24. 18. 10 12
three | three | thee | four | four | four | four | four | three | three | three
HE }i4 O}13 Of12 Of 9 O}12 OF10 Of10 GO Of17 O16 Of}15 Of14 O13 O }12 Of11 O}10 O
Neli2 ol11 9 l11 6/8 of12 0o]9 of9 of9 of15 off4 of13 of12 Of11 Of10 0/9 o]9 o|9 6
NGlo1}otw}o sso s}0 9}0 9/0 g]o si 2]1 1]1 Ofo1fo10}0 g]o so sz
ll 9 9 7 7 7 13 13 11 Te a na 9 9 9
9 9 9 7 9 7 7 Zz 11 11 9 9 9 iv 7 9
0 10 1}0 170 1/0
oO
—
—)
_
oO
_
oO
=
oO
ke
Oo
ee
So
ES
Oo
=
oO
~
Oo
_
o
~
oes oes eve eee aoe eee eee aie 800;800;/800/620/600;520500
he Iron Riders of India ships to be let into the Tim- (| five | jive | five | four
bers, four in number, under the Main Mast, ornearly | |18 0 |17 0 |16 0 |15 0
so, and three forward....ccsseccecesceccnecs PeeeVbcnstee #11, 110) 580 5H 0.5
** Observe to clear the pumps, Sc. 800|720)/700)620
To be Iron 4} Each in Weight as above
eee eee eee eee see oe eee eee 12 12 12
eee eee eee eee eee eee, ave eee L 0 12 0 13 0 1
| upset Heads, and to fill up the Holes, driven from the inside, and carefully clenched (the Points being made hollow purposely) upon the out-
- side Plank ; the rings all carefully let in flush, and the points of the Bolts well clenched.
cal
10
0 1
olw
pis
Fouto XV. TABLE OF THE DIMENSIONS AND
PARTICULARS OF EACH DIMENSION, Of Two Decks. Frigates.
OR SCANTLING.
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS } GUNS | GUNS] GUNS | GUNS
110 | 98 | so | 74 50 | 44 | 38 | 36 | 32
— | [ | | |] SS T_T —EE
| ft. in. ft. in| ft. in.
Riperns—continued.
The scarphs to have a Hook Butt, and moulded
ox 2° 1 2
Bolted with Bolts in number....scccoccesccesasceees ie ie eid seven | seven | seven
Tiameter ...esccesesvecseseovee | O 13/0 1310 13/0 13/0 13}0 2
Tuirp Furrock Ripers*.—On each side, Number......
sided..eses
Length, sufficient to scarph (as second futtock
rider) on to the head of the lower rider, and
to continue upwards to the underside of the
gun deck beams; and to face on and tail to the
sides of the Orlop beams.—-Bolted with Bolts,
in Number SOHO EERO HRS ESC eaEEH Ese HER EEE SERTEREED
eight | eight | six six
13/1 a1 2/1 2
Six
nine | nine | eight | Gor7 | 6or7 | six
Diameter... | 0 1310 1310 1310 1310 13}0 12
Moulded........0 {1 3)13 2{1 2})1 2@]1 141 0
Psiiars in the Hows under Gun-deck, Lower-deck, or
Orlop beams.—To be square along the mid-
dle 3 of their length.,..-cscccscccccecssncccesoeee | 1 1/1 Of 1 OF 1 0170111 0°10 |square} ... di see
At the lower end to be fore and aft....c.e0 | 1 4/1 3/1 2)/1 211 1/1 11/010]0 840 8Ho 8
Thwartships....ccccccoooee | 1 2/2 2/1 V] 1 PV} 1 Of} 1 O fsquare| ... eee ooo fi
At the upper end to be fore and aft......000088 11 2/1 2/1 1/1 1]1 0]1 O}0 9JO0 FHO 740 7]
Thwartships)ists.3. deel Li) 2b at Lhe o hr oo nis eee cos
The pillars to trance in from each end to the
size given 3 their length.f
We Lit.—The Well to be fore and aft in the clear..,...... {11 9|11 3|10 6]10 0/9 0}]8 6/8 3}8 0}|7 9/7 3
Thwartships......ccccccceceee (10 O19 3|8. 618 317 917 617 317 016 9/6 6
The corner Stantions{ to be harriscut from a
square Carling ....0sscecere scccscccscccevccsscsene | 1 2LT AQ@iLt 1T/i LT} 1 OF 1 OF} 1 Of O11} 011) 0 10
Middle Stantions broad and an inch less thick... 870 810 71:0 710-610 Gove 6/0 6
The sides to be English oak plank cyphered and
thick .o..ccssccccdecascsvecsgvosesscctascsdissedceesi ( O DLO 3 O0..3 | 0.,3 | 0..3 | Oats Ounce cme
Stantions square .....eseeee eaeensnacedtccsecsegecsses 0 8F0 8,0 770 7}0.-740 7F7FO GEO Gio Gro G
Snot Lockers.—To have a Shot Locker, afore and ano-
ther abaft, the Well, of the same breadth
athwartships, built of cyphered plank, the |
same as that of the Well, with shelving flaps
hung with hinges. Each Shot Locker fore
and aft in the Clear......csssscssscssscsssgee vee 2 DIZ GL2 442 2@iL2 S@E® 142 OS OF 2 OF2 O
To have a partition in the middle, thick......... }0 31/0 31/0 310 3/0 3}0 3}0 3}0 3/0 3}0 3
To have a Shot locker built forward, abaft the
magazine bulkhead, between the after riding
bitts, similar to those as to plank. To be fore
and aft in the clear....... sesccceese eoeccegaceses 3°613- 883. 0121042 $40 85
* and thwartships.......0.0+. 9 GTO O18" 678 OF8 047 8
FORE MAGAZINE.—The after bulkhead abaft. the
foremost perpendicular about...........se000. 44 O [42 0143 O12 6 36 6 (35 05 O
Foremost bulkhead of the light-room afore the
after bulkhead of the magazine, inthe clear... |31 0 [31
Bulkheads to be of English oak plank rabbetted
Sn Chick £.,,ccnsvessss-s9 hauceetrteacne? etheartes! (0, Gato an O. oe, 2
Stantions (to be on the foreside of the bulkhead)
English ogk, syuare..\icdessacscahseussstaspessce | O02 GEO. © 0 v0, @
Stantion that comes in the range of the wing
So
(a)
Oo
i>)
OG
o
Oo
stanions;' DrOdd sie vse ow diteacescpeceavrcmvesss LL. Ontos ee do ee) 1 4) 1 31.1 3 toe
Stantions of the bulkhead i in the dear Srunder: inh O22 O12 OF 2 O12 9 912 7 4) 2. Fela
Height from the upperside of the aoe flat
to the underside of the flat above...........0./9 O19 018 9/8 9/8 O0|7 0{6 6[6 3}6 0
* The upper part of the Lower Futtock Riders and lower beet of the second Futtock Riders, and the upper part of the second Futtock Riders
and lower part of the third Futtock Riders, are to be fayed close together sideways, and bolted to each other the fore and aft way, with two boits”
in each scarph, with square iron, ef the same size as the Bolts through the side. And likewise bolted through the respective beams they face on.
+ Those pillars that come in the range of a bulkhead stand contrary to the others, that the sides may be straight, and the edges should be.
taken off with a bold chamfer, except those against bulkheads.
t The corner stantions; the heels to be let down in the footwaling one inch, and up in the beams the same, unless they lap to the sides, and |
SCANTLINGS OF SHIPS OF EACH CLASS.
- East India Ships. | West India Ships. =
'
2
E .
3 =] A
TONS | TONS |} TONS | TONS | TONS | TONS | TONS | TONS | TONS
201) 133 170
GUNS | GUNS | GUNS
24 16 1257 | 1000 | 818 | 544 330
St. in.) ft. in.) ft. in. ft. in.| ft. in.| ft. in.
TONS
Yacht.
Frigates, —
Denmark
GUNS | GUNS | GUNS | GUNS |] GUNS
12 10
St. in.) ft. in. fi. in.| ft. in.| ft. in.| ft. in.| ft. in. ft. in.| ft. in.| ft. in.
sep Aidan Bis}
Oe eicO
0 4
Let in at the heel one inch into the footwaling, and the head $ of an inch into the beams.
In the navy, above the Orlop or Lower Deck, the
In the navy, the wells are of plank up to the upper side of the Orlop beams, or lower deck in frigates; and the plank on the side-
In merchant ships, the wells are birthed
The battens are let in looverwise
re there bolted.
runs forward and aft sufficiently to take and fasten to the cant before or abaft the shot-lockers.
p with oak plank sufficiently above the ballast; and, above that, deal of the same thickness.
ell is fitted with 14 loovered battens, with a platform and lockers, and a door forward on the starboard side.
| ra to oak stantions, a large chamfer taken off inside, and on the outside a bold round.
a
Fotto XVI. TABLE OF THE DIMENSIONS AND
Of Three ;
PARTICULARS OF EACH DIMENSION, Decks. Of Two Decks. Frigates.
OR SCANTLING.
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNs | GUNS
110 98 80 74 64 50 44 38 36
e— |——_—_——-s | ———_ | ——— = | [| | SF — |
Fore MaGazinE—continued. ft. in| ft. in.| ft. in.) ft. in.) ft. in| ft. in.| ft. in| ft. in.) ft. -in.
Length of the Magazine Flat or Platform........ [14 0 {13 0 j12 0 {12 0 }10 0/)9 0 |I2 0 ]12 0 j12
Magazine Platform Beams to be English Oak,
BQUATE. 04.0. ee Pe Oe ediipededaes afvasales 0 970 9)0 9/0 80 8)0 810-770 Ze0
Asunder in the clear (to have a Scuttle in the
middle)..... ee PE ate cE Asa ataeeeees sau 2 672 Gi2 4)2 412 43-2 4).2 @he gae
The Flat to be English Oak Plank, thick (and
caulked) ..... Pe eee scavccrcepecccsocstoccnes | O S'O 310 310 310 230 20 SEO Go
Wing Stantions or Munions, Midship-side, from
IM dle liGe ..Jenchossscsedescccunehsancs sececcscee (15..0]15 OFF O14 O11 979 61S” eee
Wing Stantions ? to be of East Country, broad | 010} 010] 010} 010] 010] 0 10] 0 9}9 9) 0
or Munions t or English Plank ; thick |0 610 6/0 6/0 6/0 6/0 64/0 540 540
To have Rabbets sunk in the edges next the
SIDE Of. occecosoncspsrsesecges cacosescccccsccoccscce | O 2710 2H'0 28 0 2310 28 0: 2310 250 G0
To have Oak Sills let into the Munions, ie 1 OF 1 O07 0 111.010 ]0 10701040 SFO Gig
With the Munions, the Sills to be thick.......... AU 0°04 fh 00410 (4.].0.044,0.24 208 Ore aae
To have Oak Chocks fayed upon the Footwaling, as broad as the Munions ; the lower ends to snape upon the Magazine] Dj}
The said Oak when fayed to leave a Water-
COUISE Ofsysscsccedeacevabeeseccoscdiaswases Sd | 05 1005) O45 [O45 O05 | On4 tile
The Flat of the Watercourse to be thick (English
Plank);....cccsesejovcsvccceesscstedecseocseveeievd | 0 310 310.:3]0..3 | 0;.93 O..93) Oem nnnmn enon
Wing Pannels to be made of rabbeted 14 inch deal, double lined with slit deal inside, and single lined outside ; fitted close} F
Upon the Magazine Platform to have palletting | | | |
Beams of Fir, squate..2.- Sas eth co Soak As ok OF SO SS POR BOF Ouse | 0): 7:19 9% 10 ih ie ee
palletting Beams are let down Fir Castes, the same size as the Beams, with Rabbets in their edges, corresponding to
Beams are apart; but into the sides to contract the size as the shape of the body may require.
The Flat of the palletting to be made of flat scuttles, of 14 inch deal, fayed into the Stops or Rabbets, and lined andenidd
The foremost Wing Stantion to have a Rabbet on the foreside, to take a 3 inch Oak or Fir Bulkhead into the side, which
The Platform in the Wings to be 14 inch elm board, kept level 3 inches below the upper sides of the lower Sills, bored] L jj
At the fore part of the Magazine upon the foremost palletting Beam to fay a4 inch East Country Plank, from side to side,| Mjj
The aftside of the Magazine Bulkhead in the Hold, is, for security from fire, covered with inch Oak Battens, 4 inches} N|
ing plastered, and over that a dry slit deal lining. The inner lining to be fastened with copper brads. ‘The foreside off O”
asunder alternately. Fore part of the Magazine to be parted from the Light-room with Stantions of Fir, 6 inches square,} P |
one opening on the larboard side, as a passage into the Magazine. These are made so as to shift occasionally. In the same|Q
Dunnage Battens.—The Flat of the palletting to have Dunnage Battens, about 2 inches square, nailed down with coppe
adit, parallel to the Stantions; and 3 inches on each side those lines nail down the Battens. Chamfer or round the
FILLING-RooM.—To makea Filling-room before the Magazine under the Lights. ;
F illing-room, in length..... vbns cdsscasmu esses Eseneca 8 O}.8 0}7 O0}]7 O16 616 015 Ge ae
Beams for the Flat, in number..... ones aeerat seve | three | three | three | two | two two | two | two | two a
SQUUTE ceveccecccceves decoeee |'O 8 FO 810 810 720 7) 0 7 | 0: FOR ess
Filltgg-rooml, brogdisisi..ccpsescencdens sae sbasvons 5 014 914 6|4 414 2)4 2}4 044 0144 0
GND DCD asec: be secnetodpts Coececccere 1°3t1°27 2-0, L ORL SO 1 140 | Oe eee
To frame under the Flat of Filling-room { Carings|.0 610 610 610 610 610 510, 5) Gea
Fir Carlings and Ledges, square...... Ledges |0 410 410 410 410 4/0 4]0 4]0 410 3 al
To lay the Flat of the Filling-room with 14 inch deal, and to line the Flat and Sides of the same with lead, of 4lbs. to x
The side next the Filling-room upon which Cartridge Racks are built, is framed with ledges of 4 inch Plank, let down upon
The Jambs for fixing the Lights to be fixed at ¥
AION bss 5 ca bap bndieh sees ae oe ccecccacne oscotascves PLS HPI SPLIT Pelee pl 3 fh 1 90 bt SOU oo | hae
Jainbs, in number 4s broad cccccssccoccssessphovces fA SEL SI 1 8:1 SIL 6.F1 6) 1 (Glee ane AT!
thick scecccsscescescossecesee | 0 6/0 61/0 610 6|0 6/0 610_.5]0 510 5) wa
Asunder in the clearsissessecssseseeees sesoosencoecee | 1 10]'1 10] 1 10{|1 10] 1:10] 1 10] 110]110}1 10) Jan
Asunder equally from middle line, the Mid- |
SUT JANIE 25.00 tos seasnabrays?s soccccnesf 1 4/1 471 AP1°47 1 3]1° 3], 1 2 | Tek Be
Spla-boards, in number 2; one aad jeieli ded bel
each broad...cccecoces | 2. 2-] 2 2I2@ OF 110)1° 911°9 | 1 8.) eee ooo
thick... 0 610 6]0 6}0 6|0 610 6\0 5\0 510 5) aa
Bolts diameter.. | 0 02] 0 0Z] 0. 0Z] 0 0g] 0 02] 0 oZ10 03}.0 03] 0 03 ‘haul.
On the aftside of the Spla-boards, next the Midships, Rabbets are taken out to receive the side Munions of the Sashes G |
may turn up under the Beams above. The Sash Munions are to be thick enough to have two rabbets on their edges ;| Fi
and turns up as the Sash.. To have one Munion fixed in the middle line. |
|
SCANTLINGS OF SHIPS OF EACH CLASS.
Frigates. ; BO. 1b East India Ships. West India Ships.
GUNS | GUNS cuns| tons{ Tons] tons} Tons | Tons | TONs| Tons| Tons | TONs
28 24 16 | 1257 | 1000] 818 | 544. | 440 | 330 | 201 | 133 | 170
| | ft. inl ft. in| ft. in| ft. in| ft. in| ft. in| fe. in| ft. in] fe. in| ft. in| ft. in| ft. in| fe. in.) ft. in| ft. in| fe. in| ft. in| ft. in.
} A |At the after ends, and continue forward to clear the Wing Scuttles overhead.
|p |And overhead flush with the undersides of the Beams. The Sills to have Rabbets to correspond.
WC {The Sills to fay upon the Flat of the Watercourse.
‘| DjPlatform Beams, and the upper ends against the Munions or Pannel Stantions.
The lower edge to mitre against the Flat of the Platform, the upper edge to run up under the Sills, and to be square edged and caulked.
with flannel into the Rabbets of the Stantions, and bolted in the Magazine with stop-copper-bolts.
those in the Beams; the middle tiers to be equally spaced from the middle line, and parallel thereto, to the distance the palletting
with 2 inch elm board, or slit deal. Into the side of the Flat may be 1% inch deal fastened down.
is made watertight.
with holes for a passage to the water, and yet to prevent any from falling under the Watercourses.
against the Flat of the Watercourse, to be one foot deep, fastened with treenails, and caulked.
broad, over all the joints, and plastered behind with mortar; the foreside of the Bulkhead is double lined, first with a slit deal lin-
Stantions are made flush with 1} inch thick, and 4% inch broad, for Battens, let 1 inch into the Stantions, and 4 inches parallel
and Battens mortised into the Stantions similar to those at the after Bulkhead ; the Stantions about 2 feet 9 inches asunder, leaving
manner the Magazine is parted off fore and aft in the middle, or nearly so, the middle opening to have shifting Battens as a passage.
nails, thus: from the insides of the Stantions of the after Bulkhead set off as many 23 inches as the length of the palletting will
upper edges, and cut the Battens asunder in the joints of the Scuttles that they may be shifted.
| | Fastened with treenails directly over the Platform Beams. To have Rabbets of 14 inch grooved out of the upper edges. Into the
|
|
\
|
i
|
OBOCOZZHA
4 T| § The Beams to be let down upon the Footwaling, the upper sides with a range of the upper side of the palletting Flat, and upon
the said Beams, to raise the sides and fore end of the Filling-room with 4 inch Oak Plank or Fir edgewise,
|
|
x |the square foot.
IY |the sides of the Filling-room and Footwaling, and upon those ledges is to be laid a flat of 11 inch rabbetted deal.
‘4/Z |{n the clear afore the Filling-room, and fixt fore and aft equally from the middle line.
I‘, ‘
The Jambs and Spla-boards at the Head and Heel to be let into the Footwaling and Beams about 7th of an inch, and to be
rabbetted together at the edges, fixed up in the most substantial manner, and bolted at the Heads and Heels. The Lights are
D fixed between the Jambs at a proper height to admit light down upon the Filling-room. On the aftside of the Jambs in the
Midships a Rabbet is taken out for the 14 inch deal Bulkhead, which is lined with lead on the aftside of 4bs. to the foot square,
E as are likewise the Jaimbs, and every where near the lights.
F
’
'
}
'
. '
|
1G |(which are glazed with stone-ground glass) one before each light, theu pper sides are hung with brass hinges to the Headstile, thatthe Sash
| H jone to receive the Sash, and the outer one a shutter or guard, made of inch deal, opened so as not to obstruct the light which hangs
E—TAB,
Forto XVII. TABLE OF THE DIMENSIONS AND
Of Three ‘a5 5
PARTICULARS OF EACH DIMENSION, Decks. Of Two Decks. Frigates.
T' 4h ou EY OO WE eee ae Scag
OR SCANTLING. cuNs | Guns | Guns | Guns | Guns | Guns | GuNs | Guns | Guns | Guns
110 O65 80 74 64 ot 44 38 36 32
Fittinc Room—continued. St. in. ft. in.| ft. in.| ft. in.) ft. in. ft. in.| ft. in.| ft. in.| ft. in. ft. in in.
“eit witin tang) 0 2110 2110 2210 2H0 21/0 210 2/0 2 Be fe
the side within the range
of the wing scuttles of. Fir stantions,square}0 510 510 5);0 5]90 | 0 440 4
To build a bulkhead of 14 inch rabbetted deal
te LPR PREITY oy Y REG Peper Lace (2 O1'2 O]12 10 111-10 fia 81 711 647 oon | oan
_ Against the empty barrel room bulkhead, to build racks for holding filled cartridges. Thus, fix up fir stantions about four|D
thus, let the lower:shelf be about four inches up from the flat, for a drawer to slide under it to catch the loose powder. Let|/ EK
may be made of iLinch board, opened, of 14 laths fastened with copper nails, on the bearers, leaving space between each lath| F
shift occasionally. The battens to be fir, 34 broad and 3 of an inch thick; each batten placed three inches asunder, with ‘G
0 4/04
|
made to fit. Generally the battens are to be fixed at the shelves , keeping the underside of the batten flush with the underside| 1 a
MacazinEs and Powper Rooms have their passages lined with lead, 5lbs. to the foot square, and turned up five inches at the sides tf
lower sills of the doors not to be less than seven inches deep, and the doors to be plastered with mortar inside and out,|K
to prevent accidents to magazines and powder rooms by lining their bulkheads with plaster of mortar and hair within| |
ledges, and over that, on the inside, a dry lining of slit deal covering the joints of the first lining. Over head the joints|M
not be considered as secure from fire, unless constructed water tight, with their insides and outsides sheathed with thin| N |}
dreadful effects. By the foregoing precautions the mischievous effects of rats will also be prevented.
Arter MacazinE.—The Magazine in small ships and
Powber Room in large ships, is generally
aft. It is built at the aft side of the After-
beain of the After-platform, next afore the
Bread-room, complete with racks, and parted
off to hold barrels similar to the Magazine for-
ward, Distance in the clear between the bulk-
TCAs vont cisavkeots crate state see reer cevccesccves | coe eee
Height from the platform to the deck above. Bees Leesa}, meee
Athwartships in the clear...,..cccssccovscccssccecce | — eve eee
Beams of the platform (oak)...... FF stare eee eee
Flatrdeal (caulked)}<..sectecs cesses tecsss thick | os. 7a
Bulkheads plank or deal rabbetted...........thick | «+ A
SUATIVEONS, OF Odlivervcsveosds tsssvasaccacsapaestQ RFE} ape ql asus
asunder | ss. tee
Licut Room and Passages—In the clear ...csscseeeseees 37 on
Through the bulkhead is let out the light, which,
being small, is fixed on a stool Nits a bracket
under it; the sides and bottom of the light is
canted with fir, leaded beneath upon the stool
and against the bulkhead.
Hanoinc MacGazines in large ships, Powper Rooms in
smallships, and Ligut-rooms.—Forepart abaft
the aftside of the Main abt tot ead pone soon [27
Foré and aft in the clear ...cccescosesserssearsecces) | 0
Thwartships in the clear.....sscccesscoseeces 9
Midship side from the larboard ‘side of the mid
GE TUE Tiecica cage sanesesasrqece orceescccees vapecas 6
Bulkhead thick and rabbetted’s ensesesncececcvccsss | O
Light-room.—Square in the clear. breseane ss nese see 2
Crowning below the underside of Lower-deck
planl cer sccestyiee sencdecescecs “os
Flat below the linen Be the Orlop flat... cows
Foremost Hanging Magazine.is of the same di-
mensions as the After Hanging Magazine:
~but in three-decked ships it is built—Forepart
abaft the aftside of the Fore-hatchway..,...... 4 6/4 0
Midship side from the starboard side of the mid-
Ale lim sc aceesaccsncsesecees iisdescnascasettossenscth ote: Oak >. ie
Light Room. To build ; a Light-
room of 14 rabbetted deal to ( Fore and aft |12 0 |12 Oj11 6 |10 6 |10 6
inclose the lights of the Grand ( Thwartships. |12 6 |12 6 |12 6 |12 6 |12 0
MagaZine...reeccaseesesseees shea
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2
i
SCANTLINGS OF SHIPS OF EACH CLASS.
= en
_ beige - aX vou At ~ o -
° Bu, SS ed 2 ‘o 60 O (3) Z é 3 ° © =| tn Qy
Frigates. | 85) 83] 6 2 foe | ce 2] 3 East India Ships. | West India Ships. | 3 8 & 8
| Be | Sm arta 1d] o ! a | 3 si
ee ee ff en eff eneen ahng —a , SI S | s |
GUNS | GUNS |;GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS
28 24 18 10 12 10 |*24 16 | 1257] 1000 | 818 | 544 | 440 330_ 201 133 170 60
-—|——¥. —_- | —_—__
————— |__| —___ | —— ———. | ———— —_ |] [| J | |
St. in| ft.in.\ ft. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in| ft. in| ft. in.| ft. in. St. in. ft. in.| ft. in. ft. in.| ft. in.| ft. in.
The said bulkhead to continue forward about one foot before the lights ; to be single lined with slit deal on the outside, and double
lined inside; the first lining to be plastered with mortar.
C |Within the former bulkhead, and at the aftside, to hang a door for an empty barrel room. .
inches square, two feet six inches asunder, and two feet out from the said bulkhead; then divide the height into three for-the shelves, }
E |the bearers for the shelves be 14 inch battens, four inches deep, mortised into the stantions at the height of the shelves. The shelves
F jequal to its thickness. ‘The upper sides of the laths are to be rounded. The several racks to be parted off or formed with battens to
G |stops into mortises in the sides of the stantions, and fillets of 14 batten against bulkheads. ‘The battens in front to be marked, or else
H jof the shelf.
I jandends. To be made flush between the stantions that the lead may be so carefully turned as to hold water when required. The
K jwith slit deal over it. The inner door to be hung with brass butt-hinges, copper screws, and copper lock. The utmost care is taken
side, and over that a lining ofslit deal, to break the joints or seams of the bulkheads, as likewise overhead between the beams and
MJare canted or broke with fir laths, mitered at the ends, and plastered behind. Notwithstanding all these precautions, magazines can-
N |copper, so that should fire happen in any part of the ship, the repositories for powder may be readily filled with water to prevent its
POL Gfll 611 6 -» | 6 9 {12 6]13 6 ]10 0
Piss i 7 0,4 Oo]... 18 24 615 OF 4 6
Q\i3 0/12 oj11 6] ... [11 019 Of 9 619 Oo
IR}O 6|0 6/0 53... |o 5410 S10 5]0 5
S |with palleting as forwar 0 13/0 13/0 123)0 12
Tilo 20 gH0 23 ... |o 20 210 2lo 2
WVi0O 440 430 4] ... [0 4]0 330 33,0 32
mWi2 4)/;2°4)9 2) 2. }2 412 oOf2 Of 2 0
HX}2 41/2 4)2 4
Y /20 018 0 |Abaft the foremost perpendicular.
Z\|6 3|6 0 ;
Al6 9/6 6
B |Equally from the middle line
me OO OD. 2
Dy? 22 0
Eel 6) 1 3
F}6 9{6 6 |Deep in the clear.
|G \Clear of the jambs. The flat laid with 14-inch deal. N.B. Keep the bulkhead stantions on the outsides, as the insides of all light-
H
rooms are tinned or lined with double tin, and the flat covered with lead 5lbs. to the foot square.
Foro XVIII. TABLE OF THE DIMENSIONS AND
Of Three ;
PARTICULARS OF EACH DIMENSION, Decks. Of Two Decks: Frigates.
OR SCANTLING. GUNS GUNS. ‘GUNS |'c GUNS GUNS GUNS GUNS | GUNS | GUNS GUNS
110 | 98 | so | 74 | 64 | 50 | 44 | 38 | 36 | 32
ft. in| ft. in| ft. in| ft. in| ft. in| ft. in| ft. in.| ft. in.| ft. inj fe. in.
FisH-rooM.—The after Bulkhead of the Fish-room is the
foremost Bulkhead of the after Magazine, but
in those ships which have no Magazine abaft,
the aftside of the Fish-room Bulkhead is afore
the aftside of the after Beam of the Orlop...... | 8 0{6 6] ... toe eee
And in distance from the after, perpendicular....| ... eee ove eee eee so (27 0 (26 9 [26
Fish-room fore and aft in the clear ......s..e... 110 9110 6/9 31/9 919 919 9}9 6]9 0/8
Spirituous Liquor-room.—The foremost Bulkhead of the Fish-room makes the after Bulkhead of the Spirit-room eee eee
Spirit-room fore and aft in the clear... | 7 O16 916 3]7 016 O[5 916 0]5 615 3}5 0
Stantions of the Fish and Spirit-room Bulk-
DhOAad y, SOUGHE vac'stdomd buh ons aangnicsvasi Pahaiae Line lal: we Ouk nude Jubal 0 550 5310 5130 54/0°5]0 5
Cyphered Bulkheads, English plank, thick......!/0 310 3/0 3/30 0-3/0. 3)0 31/0 3/0) 3 pOmgE
Stantions asunder about.....cccocssssscceccesveeee | 2 OI 2 91L2 912 2912 91/2 9|2 912 92 6
Breap-roomM,—The inside to be lined with feather-edge deal, the thick edges upwards, and completed with bins to hold oatmeal,
Hold against the after Bulkhead. In line of battle ships, a Bulkhead of 14
To have aCarling let up2inches under § broad B loate Qed tak | 1
the after Beams of the gundeck......) deep {1 2]1 2]1 11] 1
inch rabbetted deal is built on the foreside of| K
1 0 1 0 eee eee eee ode
1 8 1 0 eee eee eee eee
6
3
9
d
I
a
CarLinc. ;
and the Riders under the foremost-bed, 12 inches. Moulded on the thickest Strakes on the floor Heads, 13 inches ;|P
Riders, 9 inches; to hold square the 5 inches, and at the lower ends not less than 4 inches. To have Cross-chocks
Chocks upon them, with bolts 14 inch diameter. To have Top Riders, one on each side the centre of each Mortar,
sided at the Heels 12 inches, at the Heads 11 inches; and moulded at the Heels 102 inches, at the Deck 9 inches,
Camps under Bomb-bed Beams.—Thick at upper edge, 7 inches ; thick at lower edge, 5t inches ; thick at the extremes, 5 inches ;
below that under the Clamp, thick, 4 inches; broad, 1 foot.
Beams under the Mortar Beds. —To have a double Beam amler the centre of each Mortar: those under the after Mortar, sided to-| X
moulded 114 inches, if they are made-beams, and scarph together. Observe that the Slips come in the centre, and that| Y
broad Beam ; the Beams under the after-bed to be 13 inches square, and those under the foremost bed 114 inches square,| Z
each end, and the foremost and after Beam to be double knee’d, with one Hanging and one Lodging Knee at each end. The] A
Car.incs.—To have three Carlings fore and aft, scored 2 inches down upon the Riders. The Carlings to the after-bed to be 16) B
and one on each side. Their outsides to be 3 feet 8 inches from the middle line. To have also three Carlings directly|C
Carlings to have a groove of 2! inches square, in the middle, to receive the tenons of the uprights, or pillars, of an
Pittars under the Bomb-bed Beams.—To have 18 upright pillars under each bed, the pillars under the after-bed to be 10 inches|E
the centre Beams, and 3 under each of the other Beams, are to be put up in such manner that they may in a very short|F
Caruincs for the Beps.—T'o have two Carlings the whole length of the beds, 30 inches deep, and 22 inches broad, placed 10 feet|G
aft, between the Carlings, 9 inches thick, scored down 14 inch upon the Beams, and the edges to be rabbeted into each
Boms-rooms and Beps.—To be eight-square, inclosed with thick Coamings, caulked and made tight as high as the deck, to lay thick]!
each side of the bed, inside, for traversing the Mortar, of Z inch diameter. To fay three small Knees, 6 inches sided,|K |
against the outside of the fore and aft Coaming, which frames the Bomb-room, to strengthen the same against the blow) L
Coaminc Car.incs.—To have Coaming Carlings, one on each side, close to the Mortar, when stowed fore and aft, with proper|M
be deep 1 foot 6 inches, and 11 inches thick; let down 14 inch into the framing of the Bomb-room, and Beam of the|N
the middle line at the foreand aft end, and to have head ledges answerable to the Coamings. The hoods to be made of|O
6 inches in the breadth ; the top to be 14 inch deal, grooved and tongued together to overhang 14 inch all round, and|P
let into the sides with a tail. The under side of the top of the hood to be kept 4 feet 2inches from the upper side of|Q
SHELL-RooMs.—To birth up with 2-inch English oak plank round the outsides of the pillars from the Bomb-beds, downwards, for) R
plastered thick between the lining. The seams of the planks to be covered with oak battens on the outsides, and plaster S
mit ; tobe placed about 15 inchesinthe clear above each other (supposing a 13 inch shell) and the upper sides to have cireu-|T
cut as will stow the shells about 2 inches apart. Partitions of 1 inch elm board to be slid in grooves between the shells
Coox-room.—To have a convenient Cook-room upon the fore platform, with jambs and security for the fire hearth, to be lined over-
The whole to be finished by the erection of a dresser and lockers for the cook’s use.
GUN or LOWER DECK.—Height of gun or lower deck Clamps. See Beams.
Cramps composed of Strakes, in number.....ssssseeveseeeee | three | three ; four | four | three | three | two | two | two | two
Upper Strake, thick ....sccccccsocsesscsceene | O 9}0 81} 0 810 8/0 8}0 71/0 6/0 530 540 5
br0dd. vsvecesssadedecnveseneoe fol oi i5yf (Ie S piety we iloes: |b ~Addok 04-2 04 252) ) SOR
Bectnd Strake; FAick, coc .ccssstauscneadsxqncn 4 ae. 10. fir t: 6/2... 61 0° 7-0-6 Fo... nes . |
Or Odd, ncceseeclecviavaspiutas’ FUPES TA; A Leer mae >| Coe dete Pikes wee |) one
SCANTLINGS OF SHIPS OF EACH CLASS,
Frigates. East India Ships. West India Ships.
Denmark
GuUNs | GUNS GUNS | TONS | TONs | TONs | TONS | TONS | TONS | TONS | TONS | TONS | TONS
28 24 18 24 16 1257 | 1000 | 818 | 544 | 440 | 330 201 133 170 60
ft. in| ft. in.| ft. in.| ft. in.) ft. in.) ft. in. ft. in.) ft. in.) ft. in.| ft. in.| ft. in| ft. in| ft. in. ft. in.) fi. in.) ft. in. ft. in.| ft. in.
lotted to contain it, but it is now used as a coal-hole, or for
When dried Fish formed a part of the provisions, this place was al-
spirits.
The Spirit-room to be ined on the inside with a thick coat of mor-
tar and hair, and over that a dry lining of slit deal; likewise over-
head between the beams and ledges, which are canted with laths
mortered behind and mitered at the ends. The Fish-room should also
be lined, as it is sometimes used for the stowage of spirits.
&c. and racks built against the Bulkhead ior stowing cheeses separately. But, in small ships, the racks are built in the after
the after Beam, the Stantions to stand aft from the Footwaling up to the underside of the deck; abaft which is called Lady’s Hole.
In length to reach from the foreside of the Mizen Step, and the after end to tenon into the Knee against the Transoms and Fillings,
let down between the Beams, to fill up to the underside of the standard against the 'Transoms, and to pillar under the Carling.
BOMB VESSELS.
side of the Kelson, the upper ends to the lower side of the Bomb-bed Beams. The Riders under the after-bed to be sided 14 inches,
the after Riders, and the foremost Riders, 12 inches. Moulded at the Heads, the after Riders 10 inches, and the foremost
fayed upon the Heels, which shall scarph 6 feet upon the lower end of each Rider with a Hook Butt. The ends of the said Chocks
an inch diameter ; the Cross-chocks to be deep on the Kelson 13 inches. To be bolted with 16 bolts in two opposite Riders, anc
making 8 on both sides, to reach from the gunwale downwards, and give at least 5 feet scarph to the lower Riders. The top Riders
and at the Heads 6% inches, and bolted about 18 inches apart with bolts 1 inch in diameter.
broad, 1 foot 8 inches; scarphs long, 4 feet.—One Strake under the Clamp, thick, 5 inches; broad, 1 foot 1 inch.—One Strake
SEAS TOS BOA >
Z
gether 2 feet, moulded 13 inches, and the centre Beams under the foremost Mortar to be 1 foot 10 inches broad together, and
the Beam-arms be wounded as little as possible by the Pivot-hole. To have four Beams more under each bed, two before and two abaft the
The centre Beam to be knee’d with two Hanging Knees at each end, the Beams on each side the centre Beam, with one Hanging Knee at
Knees sided 8 inches, and bolted with 6 bolts in each of 14 inch diameter.
inches square, and to the foremost bed sided 12 inches and 13 inches deep. One Carling to be let down in the middle line equally,
over the lower Carlings, of the same size, and ket up parallel to the under ones, under the Bomb-bed Beams 2 inches. All the said
equal length. :
Lea and those under the fore-bed to be 9 inches square, placed upon the aforesaid Carlings. Six of the pillars under each of
time be removed or re-instated.
asunder, or as directed ; scored down 2 inches upon the Beams, and the inner edge rabbetted to lay beds for the Mortars, fore and
other ; each Strake bolted with two bolts in each Beam, 2 of an inch in diameter.
stuff of 6 inches athwart upon the Bomb-beds, forming a stop for the carriage of the Mortar. ‘Two ring-bolts are to be driven in
one on the centre Beam, and one on each Beam annexed on each side, bolted through the Beams, and the up and down that fays
of the Mortar. The bolts to be 3 of an inch diameter.
rabbets on the outsides to receive ‘hatches for covering in the Bomb-rooms, and a hood to cover the Mortar. The said Coamings to
main deck, at the fore and after end, so as to shift occasionally, and to be kept asunder in the clear 4 feet 6 inches, equally, from
fir, the sides and ends to be 2 inches thick, dovetailed together at the ends; the top to arch or round up athwartships not less than
fastened to the ends. Four fir ledges to be equally spaced in the length; the ledges to be 3 inches deep, and 2% inches thick,
he bed.
Shell-rooms. The edges of the plank to be rabbetted, and the insides of the shell to be lined with slit deal, and mortar and hair
behind the battens. ‘lo have sliding shelves, or platforms, of 3-inch elm plank, in rows as broad as the distance of the pillars will ad-
lar beds cut in them in such a manner as that a shell may fay into them at one-third of its diameter, and as many of those beds to be
athwartships.
head with double tin, and the flat with lead, 7lbs. tothe foot square. The flat of the platform to be laid with 24 English oak plank.
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Forio XIX. .. TABLE OF THE DIMENSIONS AND.
PARTICULARS OF EACH DIMENSION, Frigates.
OR SCANTLING.
GUNS | GUNS
80 Rh cel
“cuns | Guns
36 32
St. in. ft. in.
‘Gun or Lower Deck—continued.
FL PIG) GUTARG. doses eck apceccddivepeneddle ovstitlins ves
broad....
The clamps in four or two strakes may be
wrought top and butt, and tabled one into the
other on the edges, about 14 inch deep; but
when wrought in three strakes the upper
strakes scarph together with a hook butt.—
Length of the scarph...
The number of strakes is reduced one less for-
Ward alld alt, ADU thiCkKNess COsersascascoqeecces
Preserving their proper thickness from the ex-
CLEMES..ccceccesevcccsere cerececcccccccasecceseccs
SrurF between the Lower-deck clamps and Orlop. <thibk
Opening between for air.......+. tig la:
DECK HOOK—To be Sided secececescesserccescsecssesooncesees
aie cv cncevecsecevoes
Bolted with bolts, in nwmber . bk oda each
5 dintheter.. eescoececcsccesnscceses
The deck to be moulded as broad as it can be
gotten for the better fastening the deck plank,
(The hook may be assisted by ekeings behind
- it, and the arms tabled to it, the hook and
ekeings to be fayed home to the timbers.)
Beams.—Height of the upperside of the Gun
“TQ3hoQ Ww >
or Lower-deck plank, at the mid- ae ae 5 : ; A a 6 3 16 8 16 0/KiE
dle line from the upper edge of the b mere alee 9 215 9|14 9)E
rabbet of the Keel s..sesesecesteeee AN es a 2126 9 24 6 23 9 6 jl7 11 117 0 |M
Lower-deck plank .......esceeceeeess Aare thick 0 4 4/0 4/0 4 4 0 310 3|INE-
Height from the upperside ae the Gun .
or Lower-deck plank to the under- Aes ee i sf ; i j 5 : 3 6 0 Z
side of the deck plank above at haf Soo ESE 6 0
middle line..sssseseseeseeeeees ee ey Comal pee ae os OS ae 6 2/6 0j/Qy
Beams to round up in midships.....csecesseeeeenee 0 6 6|0 6]0 6 5 0 41o 4{RiP
Height from the upperside of the Deck- plank to 5
the upperside of the lower sills.......... teeeeees 2 4 4)};2 4 4
Port Sillst.; <gs'y. 2Loweér-sille, dees. tsssusverks cone. 10008 8} 0 7% 7
Uiper Siler Geeis. cisacsssgvangtess th” ¢ 710 6 6
The upper siJls in two-deck ships in wake of the
channels, to be 11 inches deep, to receive the
preventer bolts. Lower sill to be put in with
a bill and the upper sills with a tail.
POPS dee iaapsepasssrestd ssadpanteresteraserocanepes
Fore and aft .sesccccccconscccccecssecstecces
Foreside of the foremost port, abaft the foremost
perpendicular ..,....sessee. ce eciescenes
Aftside of the afterport, afore the after perpen-
dicular..... Seriecessareseaeccctiaeecvcer tannesrr snes
In distance from port to por ioscessnes veviees coe see
In number .,..sceccsecseceees
Weight of metal intended to caiey seo pounders
** The after and foremost port incloses one or two
inches by thwartship lines, according to their
situation in the turn of the body.
Beams in the midships.—To be sided.....se.c000+ .
Moulded ...+.+0+05
The fourth beam from forward, and the fourth
beam from aft to be ......... eeeesegsecsscvececes
The third beam from forward, and the third
beam fron} aft...t<.s<0sse
POOH ERO R ED EHH ESE EHD Aes
SCANTLINGS OF SHIPS OF EACH CLASS.
East India Ships. West India Ships. 2 80
S 6
Guns | GuNs | GuNs | GUNS | GuNs| GuNs| ToNs | Tons | Tons | TONs | TONs | TONS | TONS | TONS | TONS | TONS
10 12 10 24 16 | 1257 | 1000 | 818 | 544 | 440 | 330 | 201 | 133 | 170 60.
—| — -— ———— | —.-_ ———— | —_.
in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in.) ft. in.| ft. in.| ft. in.| ft. in. ft. in.) ft. in.) ft. in.| ft. in.| ft. in.
3. 0 |The lips of the scarphs are secured by a 3-inch bolt driven through the middle downwards,
foe Be vee O° 23h0 9340 2f0-4 }0 3]0 3
nm a see eee oo | 6 O16 0190 O19 O 0
(or middle bands in merchant ships)]| -.. | 0 4]0 4 3
‘ «+ |As required.
Cos 011
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Fouio XX. TABLE OF THE DIMENSIONS AND
Of Three 3
PARTICULARS OF EACH DIMENSION, Deeks. Of Two Decks. Frigates,
cuns | Guns | Guns | Guns] Guns | Guns | Guns | Guns | uns | GuNs
110 98 80 74 64 50 |° 44 38 | 36 | 32
Gun or Lower Deck—continued. ft. in| ft. mn.) ft. in| ft. in| ft. in.) ft. in| ft. in.) ft. in.| ft. in.| ft. in.
The second beam from forward, and the second
beam from aft sjacspecsseopecvcessdsssssicohoonses 1 2} 13,1 1/]0 93,0 920 QF
The first beam from forward, and the first beam
EPC BIE siavis ci/kns Wes cosh apt COM cxdhe dene -biobaess ; 0 ot
Beams, i. n@nberccd-vsssecstetevedest ocdeosstectivce
ASUNME! GOUT cous cchade st scebasvatasdukncce
Beam next afore the Main Mast, to be sided.....
moulded... . 3 wee
Beam in the Main Hatch, to have dou- ee 1 3% 0 10]
OR SCANTLING.
ble arms, and in wake of the Fore
Mast single arm....esecceseessseveeee (moulded | 1 ~ 1°-SLL HL ee 1 ly ORO
The arms to be scarphed and tabled. Scarphs long |11 6 |10 6]10 01/9 61/9 019 0/7 9|7 9
Bolts in each arm, in NUMbEP ssersseccerevseeseseoe | eight | eight | eight | eight | eight | eight | six six
Square iron, diameter s...ccccccsscccsscssescovesees | O 12,0 1210 1210 13)0 12410 1210 19)0° 1
Beams made in four pieces, the middle pieces and arms each to be 3-7ths of the whole length of the beam.
be one-third the length of the beam each.
The scarphs to be tabled, and the lips in thick-
ness when) fayed 5:55. sasesdeiccoseawhhesc@eddanesd 0 3/0 310 3/0 23
Bolts through each scarph, number....sscesccovees eight | eight | eight | eight
Square iron, | diameter. .osinadsscesveccscevasvsavecses 1} Oo 123;0 1710 1930 2
Ends of the beams reduced so as to let down
upon the Clamp ..scccsssccossseeccessecerseseeee | 0 220 220 2210 2310 210 220 280 210 2]0 13
KNnEEs.—The gun or lower deck beams to be knee’d at each end, with one Hanging and one Lodging Knee. Sloops of 18 guns,
Beams ; the beams knee’d with Lodging Knees only. Merchant Ships have Iron Hanging Knees, or Dagger Knees, i
Hanging Knees iis. ec0c0sscoscesccccesseMl€Gesesee-| O 112) O 113)'0 112] 0.11 |\0 103),0 1020S
TAMOGING PAVING S25 605, 25000034 oa> ps ender sleet tenses 6.4)6 3.1°6 215. 916 20a
‘Lbwartsbip Annas. .s oc. <csssase conguesss l€netheaces 4.9)}4 6)4 614 4)4 2/3 9
Bolts, (an euteber’.sceditenddi ey teaethse esr opilalutesed } nine | nine | nine | nine | nine | eight
CAINE OF cava chaissssoejagese
If Iron Hanging Knees *, each to weigh about
cut.
Lopcine Knees.—The Lodging Knees, sided.....sssseeees
Thwartship Arm, in length ePebvocdocsepecs
Fore and aft to be the whole length between the
beams, if to be had, or length sufficient for not
less than bolts, tm number ...seccsecssecesssvesees four | four | three
Each Lodging Knee to have bolts, or more,
IN NUMDBET.seevesee | Ctght eight | eight | eig eight | eight | seven | seven | seven
and diameter...... | 0 13) 0 13/0 1310 1310 O 14,0 14,0 180 1810 IF
Lodging and Dagger Knees to have a coak left in the end of 14 inch long, with the long grain, or a tail when the grain| G
Beam arm to have a coping let into the beam.
Iron Lodging Knees are each to weigh, when
the arms are of an equal length............00. {320310300 300/230230:220210200
When space between the rooms will not admit of two Lodging Knees of wood, to lock into each other, an Iron Lodging
the Riders. Of Lodging Knees of Iron, the beam arm, generally have Jron Plates behind them, as Hanging Knees.—Let
of both Knees, be driven the contrary way alternately.
Centres of Masts.—The centre of the Foremast abaft
the foremost perpendicular... seccvsvcceeee (21 0
Rake aft, in every yard in the length............ | 0 OF
The centre of the Main Mast abaft the fore-
most perpendicular.......scccocsessorsoseeseseee [104 8 |103 0 1103. 2/99 5 y 0 \83 0 |77 0 {73
Rake aft in every yard .......ccsesserseeess bivsesae U 0
The centre of the Mizen Mast afore the after
perpendicular se ceececccescnveacccecesesces
Rake aft, in every yard in the length.........0.+.
Bowsprits to stive upwards, in a yard in length..
SrA OFHOOF Pp
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2 14118 015 6 15 10 |14 9
0
0 O20 OF;|0 OF,|0 Of,J0 Of,
* It is necessary to have Iron Hanging Knees forward and aft when the sudden turn of the body makes against the growth of Wood Knees. |}
Square plates of iron are let into the beams behind all Iron Knees, to take a bolt through the second hole from the side. These iron plates are
about 44 inches broad, 6} inches long, and 1 inch thick, in large, and proportionally less in smaller ships. See Midships Sections Plate 8. }}
N. B. The Hanging Arms to be carefully disposed clear of Standards, Riders, &c.——-Generat Proportions for all Iron Knees, &c, The shoulders ]
Ne
eee
SCANTLINGS OF SHIPS OF EACH CLASS.
12 0/1 1 144110
Knee is to be fixed that shall fay u
the holes for the bolts be always bored as square to the Knees as _ possible,
upper | upper} upper
; deck | deck | deck
1L}13 6/13 3 }13 014 8 ]10 0
PM}O O75}0 Oe} O OF) 0 0%) 0 03
IN| 683 164 9 |62 0155 0 (55 9
HO] 0 O0§/ 0 0§) 0 020 040 0§
Pili? 3116 6115 O13 312 2
}01;0 1/0 14/0 14/0 1
med 8H 1 211 2Ji 1j1 3
21 0j2 0 14 ee
. eee 2) 240 L340
a§ = ett ley 9) > he a 3 5 ;
Frigates. | 2 | 53] 5 Z| SE) Z=| = | Last India Ships, | WestIndiaShip. | 3 | 8 | P| §
oh S “ la S) 1S) By 3 isa) =
GUNS | GUNS] GUNS | GUNS “GUNS GUNS” GUNS | GUNS| TONS | TONS “TONS: TONS | TONS | TONS “TONS. TONS TOKE. rrr
28 24 18 10 12 10 24 16 | 1257 | 1000 | 818 | 544 | 440 | 330 | 201 | 133 | 170 | 60
= ft. in. St. in. ft. in.| ft. in.) ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. ft. in. fte in. fish iaicin, ftv ind fc an,
Aili 2... ‘ : re : ihre ve | 1 111 OF 1 0] 0 114] 0 103 0 10
B eee oop ane ee . oe eee vee ORD Of -T Oot O 1k) On1021.0..-92
Cj} 24 92. | 21 : 17 16 26 26 24 22 20 19
D| .. — ate . we fe 48/4 81/4 6|4 6|4 9|4 7
E é Dos = ° eve be os ve ROE D SE deeth hl) Soh et
F ot ss vee ‘ ae ts ne oy 1 De Bi Si bagbepo lh 0F/ 1 0
Gio 80 Lo 7 ad Hees 0 PD Oh b OF OI b4.O,4 04h 0,.10;)1.0,,,.03
H} 010;}0 9/0 8! es BPR BPO WOR GOs lO: bs Ousk0
mp? O7197.016.9)-... vel we ae 9 0/9 O Col TO BT Ot Gsm
HK | six six six : . os . .. | eight | eight | six six siv six
ee Oe Or © ON Th hi JO Po he oe ELO 14} 0..13),0, 021 0. 0%) 0. 02
M|in three pieces, the middle piece to be one-half the whole length of the beam; and beams made in two’ pieces, the scarphs to
N| 0 2t}o0 a0 2] ... : K . 10 20 20 230 a0 a0 2
O} six six six tee oes . . | eight | eight | six sia six six
P| 0 07/0 O70 02 ... La 0 1710 14/0 1210 1]0 030 02
|
Q}o 130 13/0 13)... oP P.O. 41..6 UO @ HO 610) .49..0.°08] 0. 1 Odd
R | and under, have Hanging and Lodging Knees only to the first and second beam afore and abaft the Main Mast, and Fore Hatchway
S |of wood, sometimes about 12 beams in Midships have hanging Knees.
Tj 0 73/0 63/0 6{)To have one bolt} O 52/0 51/0 910 9/0 9/0 720 620 6] ... : 0 6
U| 4714 7/)4 6 R more in the Hang-} 4 01/4 01/4 4/4 3/4 214 01]310|3 9 of 3.6
rs O15 443 0/9) ing Arm...,.:...0.. 3.0/3 0/3 9/3 9/3913, 7)3 6/3 3 ne 3 0
Y | seven | seven | seven Foremost and after] six sia | nine nine | seven | seven | seven | six oe six
mr 0 FPO Tf O0- OF Knees to have one| 0° 03} 0 03} 0 123) 0 12/0 14/0 14,0 14/0 ‘ ehOrs
; bolt less. One of the bolts in Merchant ships to be an eye-bolt.
mete sa on We or Or... coe eae ve Arig 230/22 021 02.0 144200130
B; 0 63:0 6;0 52... ee 0 51/0 43/010;0 9210 9]0 73}0 6]0 52
mas cho tid ‘6.5... aes 3.013074. 3:4 3} 4:53 pig Ol t3 Os 1 3.6
D| three | three | three | ... vee | three | three | four | four | three | three | three | three
|E sia’ six sig aise . wats six six | seven-| seven | siv six six Six
PF | 0. 1/0 140 0% 231 00 OF) O).402] O- 13] O--19] 0. 14) 0 12),0 9 14],001
G | will not admit of a coak. This coak, or tail, is to be closely fayed to the side of the beam, and an iron key driven by the sides.
BEN,
pon the Wood Lodging Knee, and bolt through both.—Iron Lodging Knees to be fixed behind
and that the fore and aft bolts, which
go through the arms
upper | upper
deck | deck
£2 Wudy ome 125013 128 OTM ON SalO HS Q1t7 Os: ONS 6111 - 9
0 O20 OF , Perpendicular vee see ewe) fo) 3
50 3 |62 0 (27 9 90 6 |89 9 80 6 |70 9 |65 9 159 9/49 9 |42 4 146 6 119 10
0 1;0 OF O 1 Perpendicular “ vee » {0 OF 0 33}0 02/0 1
. (27 0/24 6 |24 0118 O19 9 14 9
wea oot oes Perpendicular ve 10 O78) 0 1
0 OTO STO FT WL. SPE EVO) 6 j'0. Bb Ons dQ OT 0 FS
or return to be four times in substance the diameter of its bolt, and the breadth of the iron about 4 of an inch less.. In fastening Hanging
; Knees place the two upper bolts as high in the throat as possible, the lower bolt full the siding of the Knee from the end, and the intermediate
bolts equally between.
F—TAB.
Forto XXI.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
Gun or Lower Deck—continued.
Mast Parrners*—To have two Carlings for the ; broad
partners of the Main-mast ..........+.. | deep.
Asunderin the clear equally from the middle line
Uppersides above the beam..... Usvesewddebolevves é
To have Cross-chocks, in thickness ........sese0e
Pump-carlings to be kept without Mast-carlings
Foremast Partners—Of two Carlings........broad
deep
Let down below the upperside of the beam......
Foremast Partners, asunder in the clearsesiseecee
Cross-chocks to be thick........sss00- Serta Sr :
Fore and Main-mast Carlings bolted with bolts
in diameter..... SUR eres see UR caldig telat seeeeeaadee
Wedges—thick .....0s00+4 CESAR, ROR Oe:
The Cross-chocks are bolted with four bolts in
each ects exces cccdeeeree Gobotetecttee .+eediameter
Corner chocks are bolted with four bolts in each,
diameter...
MiZEN ParTNERS.—To be thick ....cccccscssccsovesccceveces
broad..... ASobSoc Roossace spcdons
Let down upon the beams......... ee sot
Fore-mast, at the partners........
Diameters of < Main-mast,...... ditto....4 maeteas
Mizen-mast,...... CIOS Ae odseee cet
Bowsprit, at the bed...... odecledsddegecsveevepodene °
MizEN Step (the laps to extend to the farther k to be sided
side of the beams....2¢ 0050s 0ceeee. G0 weve deep
Carling under the Step, let upwards un- i sided
der the beams to the Step....... eeirore Madea
The Step lets down on the beam afore and abaft
the mast’s centre’/...........+. seessecvcecces coeee
The Carling and Step are bolted together with
DOMts; inl HIRDEP Nc esccccdecaveseehecaasecedersesee
diameter...
To have one pillar under each end § at the head
of the Step—square...seercccceees dat the heel
Bowsprit STEP.-—To be in nwmber of piccessccsssseeseveees
Out to outside—in breadth..s.ccccecceseeveveccvees
Rabbetted together, and bolted athwartships
with three bolts, diameter ....ccccccceccsccssceses
To extend from the underside of ( Bolts through
the beam at the lower end og eam oe
upperside of beam above...... (to be let aft..
When formed by chocks. The chocks to be
broad...
Lap on from the foreside, and to be thick..... \
Hatrcuways.—The Main Hatchway....... j Sore and aft
ing.
thwurtships
Aftside, afore the centre of the main-mast.......
Fore! Hatchway....s..csessiscccorecges fore and aft
thwartships
Foreside of it abaft the centre of the foremast...
After Hatchway ........008. erecseceeesfore and aft
thwartships
TABLE OF THE DIMENSIONS AND
* The most general rule to frame the mast partners is, to space the carlings by consulting the diameter of the mast and the thickness of the wedg |
The fore part of the after cross-chock may then be let down half the distance the carlings are asunder abaft the centre of the mast, and the aft-|
Of Three R ; ;
Decks. Of Two Decks. Frigates,
cuns | Guns | GuNs | GuNs | GuNs | GuNs | GuNs | GuNs | GUNs | GUNS
110 98 80 74 64 50 44 38 36 32
ft. in| ft. in.| ft. in.) ft. in| ft. in| ft. in) ft. in.| ft. in| ft. in| ft. in.
1.971 S8Hi 71.641 °541 5 hl. 4:50 eee ee
Doeoehe £41..6) 1..50 1.44 1,.4 11). 314) ae ee
4374 21/4 1}/4 043 10)3 9/3 6)3 453 28350 nC
0 9/0 910.9) 0..9)}0..8],0,..8 | 0.71) 0. GRO GIG. 6 iis
0 910 9/0 9/0 9/0 8to 8]0 7/0 6]0 6lo 6IE
PAP bi. 4412.4071.4)1..4 ) 1.4 11,4 | ieee
D.60 bh. S144) 1..4 fl. 2 7D eee
0: 12 }-O: 11.4, 0.10 | 0.10 {.0,,9 | 0...9 | 1...0 IO ee ee
0 29/0 2] 0..13} 0..15M..13/ 0..13,0.1 70 BO Bie Hi
A ya Of 3.10. 3.10 | 3.8 } 3...7 | 3.54 ee eee
OF Si}; O) SseT0..8 ] 0.,.8 | O.7 | O..°7 1 OL Oona 0 Lit
o 1410 1210 13/0 12/0 180 12/0 1]/0 1]0 1]0 1 |MIE
0 5/0 5/0 5/0 5/0 5/0. 5}0 430 430 430 4|N]P
0 1/0 1]0 og} 0 0oZ]9 Of 0 027 0 020 03/0 O30 oO}
0 oz] 0 OZ} 0 02] 0 03} 0 03/0 02/0 og} 0 o§| 0 0§ 0 o08/P
0 s!0 7H0 71/0 60 6/0 6/0 5/0 510 540 5/Q
42,4 013.1013 10].3 9) 3 QO PG 16S) Gils Ons a hee
6 H/o lo..1]/0.1/0..1}0 110.010 20 Aho alg
2103}2 912 72/2 83) 2 53/2 23) 1 119) 1 118) 9 113).1 10} T
3. 3]3 1} 2 119) 3 1] 2 93] 25/2 yOke 3h S28 es oF U
111] 1 101 1 ot} 1 10x} 1 73] 1 73] 1 52] 1 6H 1 5311 5 |X
3 1} 2 112) 2 10] 2.9} 2 573)2 obof@e O12 B12 Bie 4 TY
Lid; SFPD Sl? 8BhLIL..8.). Leia Ae oe ee > ee
rs fie7} 156) 16 bric6hde6doe6 | 064 ae) as Ae
The Carling in the hold is continued forward) 1 7]1°7})1 7/1 6/B]F
to the foreside of the Step. 1 2)1 1)! O} 011 |C@
0 20 210 2/0 2/0. 2/0 2/0 2/0 21/0 2)0 2/Dif
six six six six six six | four | four | four | four |E |h-
O 14/0 13,0 1370 12/0 12/0 13/0 190 12/0 10 12,7
Ol [Ori] | OrTd | OTE | 0.10 | 0.10.) 0 8 7 OFS) Orae sr Oars ie
1 of lr Of1-. 0] 1 00 11 | 0 1! (0 9 GO) oe Oo eee
Upper deck in| f |
three | three | three | 20r3 | two } two ee two | two | two |Kif-
12/1 2/1 1/1 1]1 07011] 0 10/0 10/010} 0 10|LIF
4 8/4 6/4 4/4 21/4 01/3 10]3 81/3 8]/3 613 6|/MmE
O 13/0 13/0 13/0 12/0 14-0 13/0 12/0 1510 14/0 I5/N]P
o 14/0 12710 130 13]0 1210 1]0 1/0 J}o0 1}0 1{O}f
0°310 310 23) O.2hOongt! 00-2 | Onn? | Oe oe P|
Equally placed from the centre of the heeling, and let aft into rabbets up-| Q)-
on the bitts 1-3 through their thickness. Rip
9 0/8 9]/8 6|8 6|8 4]|7 9]7 9]7 617 6|6 OISH
7 016 916 6/6 4/6 O15 915.915 O95 Se oe
5°8rs 815 91.6 O05 81/3 8)4 64 6i Ole Cie
5 314 91/4 914 914 8/4 8/4 8].4 874 834° 6 ie
5 21/5 01/4 914 914 8/4 8}4 8|4 8|4 6/4 6/YF
32 0/28 3 j35.-3 [32.3 [25.3 j25 9 97 6 27 GB i26 O@ies Oe
4 8/4 8/4 8/4 8/4 8/4 8/4 8|4 8|4 814 8/A
5 215 0/4 914 8]4 8|4 8|4 8/4 6|4 3] 4 O|BF
The cross-chocks are rabbetted hal ii
side of the foremost cross-chock the same afore the mast’s centre, adding the thickness of the front fish, if any.
| their thickness on the carlings, and left up to round about one inch in their length. The aft part of the mast hole is then eight squared, and corner-
SCANTLINGS OF SHIPS OF EACH CLASS.
eas bh
Frigates. rc) 5
M
Denmark
Yacht
Schooner.
East India Ships. | West India Ships,
GUNS | GUNS | GUNs | GUNS Guns | Tons| TONS] TONS| TONS| TONS| TONS | TONS | TONS | TONS | TONS
18 10 12 10 16 1257 | 1000 | 818 | 544 | 440 | 330 mn 133 170 60
.| ft. in. ft. in.| ft. in. ft. in. in.| ft. in.| ft. in. vl fte i | ft. | ft. in| ft. in. ft. in. in| ft. in.| ft. in.| ft. in
The Carlings to be let 3 -0 {Plank
down carling-fashion, and} 1 Rin Bah fidac 10
the laps to extend to the} 3
farther sides of the beams.| 0
eee ose dee ooo | O
1
1
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to
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3
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& Or Or Cr ©
Standards to the foremant bitts
make the upper part of the part-
ners, and take theeross-chocks.
tt
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0
2
0
0
1
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ocooKrconoeres
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03/Through the beam, two in each lap.
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eee eee eee bee eee
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31| Mizen-masts, in general, of
9 jlate years, step upon the
03|Lower-deck.
.
pa
Die Pie
See Steel’s * Art of Mast Making,” Sc.
a
me Oo Ore Be Or LH or O
Majer Plo Colr Col
_
pH
1 2 \Inlargemerchant ships
1 0 |the step runs aft to the
1 2 |post; it is 12 inches
0 10 |square abaft the step-
ping, and hances to it.
OR RP ee ee BF OWOCO
_
Om me Re DOK KF RK OW OO
[mel
oO rw ROWONMH ORO
die
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four 4 See is Jour | four | four four
Oi af ora fo wef O )O 1,0 140.1
Qu : «. |010/010}/0 9/0 8
0 8 : : as O11{011},010!0 9
Middle deck of India ships.
two |In some ships the out-| Y two| two | .two | two
0 8 |sides are square, and 0 0}011]0
3 6 |run up high enough 4/3 41,3 2)3
above the forecastle to
0 Oz\make topsail sheet- 13h Ositkd 3 :
bitts. The step is form- a
Oed by checks. 3
13st
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ple
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Made by the bitts
upon deck,
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#B}3 10] 3 10] 3.10 4 0/4 4/4 414 4/4 4,4 sea
| chocks rabbetted on to the aetlinan: mare cross-chocks, but faced on only half the thickness of corner-chocks whi the cross- ada ks. The corner-
| }j chocks at the forepart of the mast hole are rabbetted on in the same manner as the after-chocks. Corner-chocks to be of the same thickness as the
} cross-chocks. N.B. When mast holes are cut circular, there is no confinement to the breadth of the wedges.
Fouro XXII. TABLE OF THE DIMENSIONS AND
Of Three +)
PARTICULARS OF EACH DIMENSION, ees: Of Two Decks. Frigatess
OR SCANTLING. GUNS GUNS GUNS GUNS GUNS SUNS GUNS | GUNS | GUNS GUNS
110 08 80 74 64 50 44 38 36 32
ft. in| ft. in| ft. in| ft. in.| ft. in| ft. in| ft. ind fe. in.
Gun or Lower Deck—continued.
Hatcuways.—Fore side of it abaft the colitte of the Main
St. in| ft. in.
Mast... .desroevesherdontsebecies BAe ae ae0 7 316 0/7 0/6 6/5 3}5 9/4 9|4 6)4 3)4 3
LapprEr-ways.—To have a Hladderway ey dnd. aft 3 213 Of3' CO} :3%O]8 Oleglie2 412,478 Bee 2
the fore platform next before the
fore. hatch way...) ..sceests eos --. Gthwartships |5 015 014 9|4 914 8|4.8]4 8/4 8|4 6/4 6
To have a ladderway to steward (fore and aft |3 6}3 6/3 9|3 613 6/3 0}3 413 4|3 4/3 4
room afore the after bulked
Of tthe cockpit. ..cd.ss.odveus Suess thwartships |5 0|5 014 91/4 91/4 8|4 814 8|4 8|4 6/4 6
Harcnes.—To have a hatch over the spi- § fore andaft|4 8|4 8/4 8|4 7|4 614 6|4 0/4 0/3 9|3 9
ritiroom-Hath. box teccesp ave wees Uthwartships 15 015 014 914 8]4 8/4 8}4 8|4 8/4 814 6
To have a hatch the aftside of it afore the
foremast cp esccorstes eee eeereecees soccees seeee
fre and, aft.
thwartships.
Scuttires.—To frame a cap-scuttle ¢ sguarein the clear |2 4/2 4/2 2/2.0/2 0/2 O| «. tee eee vr
near to the middle line, 9
one on each side are
each riding bitt..,.....0+0. Plank ..rcdsesee |O 4-0 ALO ALO 42HO. 370 3 Faun see see eee
Framed together coaming fashion, and above the
deck. wees ck 0 ZO WLO0..7 10 .7p02 6) O86 ve eee tee tee
To frame cap-scuttles similar to those afore the
bitts, one over each powder-room passage.
Square an the clear .eicssshovcessoces escevegesoons | 2 7072 OF 110) 1 OF Y SPP F
Framing to stand above the dechicsccsccscsecceeens O 8°40 Bef 0 27% 710 6/0 6
To have a scuttle abaft the Mizen Mast.......... AP ate SSE wee Reis sae oie iia sen FP
fore and aft...... Be ee se eee bed eee see bee eee
thwartships.
To have acap-scuttleover the bread-room,sqguare | 2 9|/2 9/2 9/2 9/2 9/2 9/2 91/2 9|2 9|}2 O9IN
On the larboard side afore the second beam in
Midships, or as near as the standard will ad-
mit framing above the deck.. sdeovees FO) 68 PO. 8 POL OTpOr7 O26 0 16
And another cap-scuttle of the same .e height abov re
the deck, on the starboard side, over Lady’s-
hole, as near the Midships as the standard will
admit. Scuttle square in the clear........0....|2 0/2 01/2 0/2 0]1.10}]1 10] ... vee ace wee
ieee J Number bf bees Hae ® from... | four | four | three | three | three | three | three | three | three | three
EOveoee - | three | three | two two two two two two two two
Carlings to be oak, for frigates and § broad... | 0 113) 0 103}010]0 9]0 82/0 8/0 73,0 7|0 7|0 65
small vessels may be fir.....eseseeses rs 010370 9130 9}0 830 8/0 7310 7|0 65}0 63,0 5%
Scored on upon the beams aloft, and § of an
InGhyless;allowi.cs sede coAeede toes teutedenscecdentes .-(0 1210 12/0 14/0 13,0 14,0 14)0 WYO WYO YO
In some Merchant Ships, the lower deck Carlings and Ledges are framed so as to be unshipt “occasionally, as far forward as
standards to the bitts, and bows to receive the scores of the ledges, without the standards; and the Carlings that frame
Lepces.—In the clear asunder not more than 12 { broad | 0 6 | 0 0 6/0 52)0 52110 5}0 440 41/0 4/0 4
inches, nor less than 9 inches.......... eg 0 510 5/0 510 5106510 4410 4)0 330 30 3
Coamines.—To have coamings tothe ¢ upper side above the
hatch and ladderways in deth.svevecccsoee ffl S1 SHE 61 6El, 6F1 610+: 4°) Oe
1 whole length,and beard- ) broaduponthebeam |0 9|0 82/0 8}|0 8|0 730 7)0 710 710 7/0 7
ed from the deck upwards \ upon the upper side | 0 8|0 73,0 710 710 640 6} To beard back 1% inch.
Heap-Lepces.—To be thick. .ss.ereeeee seeseeecestecesseeees | 0 8 10 72,0 7/0 7) 0 6110 6 U Framed as the coamings
Deep as the coamings at the sides, and round up UR
more than the beam in its length...............]0-3|0 3|0.2210 230 2)0 2 § t
The coamings and head-ledges to be Jap’d together at the ends so as to strengthen each way, and the coamings tail’d 3 of an
The head-ledges to be bolted through the beams
in the middle, and the coamings at the laps
with bolts, i diameter...c.ccssscsevssccese buds vst oO HIO 110 if{O 1[0 1] 0.1 }0,..03,0 030 O87 O OF
The ladderways to be inclosed with 4 or 3 inch plank, instead of broadhead ledges, broad enough to be flush with ‘the side
. the sides of the pillar, and a bolt driven on each side of the score to prevent its splitting, of 4 of an inch diameter.
GaarnieseThe grating-ledges to be thick........ eee Peg bi en By Gh Name he de tag | Ons |) Oe a vis | 0 30 3 0 20 at
CCCP sos sss naesunnesnn 0 4/0 4;0 4 o 30 30 310 310 3]0 3
wHOWO
Dia 5 Q™> NxhMas
SS
ti @ pe
SCANTLINGS OF SHIPS OF EACH CLASS.
: rw
Frigates. East India Ships. | West India Ships. = 8
pa nA
Denmark
Yacht
Schooner.
GUNS | GUNS GUNS | GUNS | GUNS | GUNS | GUNs | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS
28 24 10 12 10 24 16 1257 | 1000 | 818 544 440 330 } 201 133 170 60
|
|
—— _|—__———__ —_—_—— | —-——-
| St. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in ft. in.| ft. in.) ft. in.| ft. in| ft. in.| ft. in.| ft. in. ft. in.| ft. in| ft. in| ft. ind ft. in.
2 4 eee eee 5 0 5 3 eee 14 4 13 6 12 6 8 5 9 3 sve eee see 2g 10
i
The after cap-scuttle to be afore the after bitts on the larboard side, and the foremost cap-scuttle afore the fore bitts on the star-
board side, to be bolted through the beam, or framing with one 3 inch bolt at each corner, The caps made of 1% inch deal,|f
and hung from forward with iron horseshoe hinges.
2 9|2 9 jOnly a flat scuttle in frigates, and under.
The caps of both scuttles to be hung from aft with horseshoe hinges.
two | two | two |Room afore Forehatch to Mizen Mast] three | three | three | two | two | two
one | one one Room, thence forward to aft. two two one
S16n.0 670 6)... ef: 0 4/0 4
en 610 Ge. |o..0 [is 10° Bio 3
Seeger oie... ft | O 1]0 1F0 afo 13/0 4
the foremast. The pillars to stand upon the beams, and the deck fitted also to take up.
the hatchways to be 14 inch broader than the given size.
Pease ona...) 4. |... 10 3
3 3.0 3 cos see nee LO De
0
0
to &
diK
0 3 |Deep coamings areof-| 0 )
0 6 | ten made intwo,and] 0
coaked together. 0
3
6
OBR NAKCH 2HOVO
* Se on
SI
inch into the liead-ledges, and above the rabbet, about } of aninch. N. B. The rabbet for the gratings must be taken out first.
:
0 03} 0 03) 0 02|Coamings are treenailed down.
f the beam, cut to the round up of the head-ledge, and let aft or forward in rabbets of the coamings, with a score tailed into
a) Wee, fears.
| % | er \ Hatches.
Foo XXIII. TABLE OF THE DIMENSIONS AND
Of Three
PARTICULARS OF EACH DIMENSION, Decks.
Of Two Decks. Frigates.
OR SCANTLING. GUNS | ¢
GUNS | GUNS | GUNS | GUNS | GUNS |} GUNS | GUNs | GUNS
GUNS
-110 98 80 allt 64 50 44 38 36 32
Gun, or Lower Deck—continued. ft. in.| ft. in.) ft. in. ry in.| ft. in.| ft. in.| ft. in.) ft. in.) ft. in.) ft. in.
Grating battens to be 23 inches broad, and 3
thick. The ledges and battens to be of oak,
the gratings substantially made, and the open-
ing not more than 23 inches square.
Ripine Bitts.—The Riding Bitts are fixed upon the gun-
deck of three and two-decked ships, upon the
upper deck of frigates and under, and upon
the middle deck of some merchant ships.—
Number of pairs .......60. ib ckabodeieeanechavemes perm T ERtwe |
Hixdi iter ee ONES—SqUATE.sesseeeeeeeeee | 1 10] 1 9
After ones—square...ssccceseees Peer We Os 9 a Ht
And to continue that size downwards below the
beam next their heads..(...0..sejeessecss Eudes te 2. Oona iG
And to taper thence, so as to be at the lower
C's Ee as. sewtaWaede ee sis starbianab cetate ebeue Th elke Ibs ite
‘The- heads above the deck. 3 \/.cscyiecsvecassenssye | O.. 2:4 9 2
The heel of the bitts to run down and step in the
footwaling, if required, but lately they have
run down no lower inthe navy than the under-
side of the Orlop beam, and a large carling
let down against the heel.—To have an oak
carling let down upon (deep..........- eosnevces | | sve vee tee ee tee toe i
the lower deck beams < broad......cscccsssecee | ses eae see : eee eee i”
for the heels of the bolted ; the bolts mS number ss. re ees ee !
Bitts.to step Oi ied. soseese beens ut ete addedscconk SGIGINCLEP > one o “ dee aes a
The foremost Bitts, ) Abaft the foremost perpen-
which are dog- Ciqplarcvsyenesssnqp hecen eh ol. Oris. Ought 0 {18 9 |i8 6/18 O |G
bitts in India
ships....s-s-++e+e2 7 Distant athwartships....... 4 0] 3 1013 10] 3 10 6|3 5|3 513 2 {MI
The after-bitts, abaft the foreside of the fore-
DUES casanspos sorncvbers see sbielccapaese sdb atedecesostll: wO.tt] wOsnle sD ele - |
Distance between the after-bitts athwartships... | 4 10] 4 8
Each of the bitts to face on upon the aftside of
DEAM svete. voce ceeee see woseoes O 2310 2
Each bolted to the raat § srithi twee bolts ci in
diameter...
Cleats against the foreside under lower-deck
DEAMeoesjercvcecsvetonedoncesescvecesecssecceb hick
broad
Cleats to be the whole length, so as to set up
tight between the beams, and to fasten to the
bitts with two bolts, 3 of an inch diameter at
the upper ends, and nail below. N. B, To fix
them clear of the passage doors to the Light-
room, &c.
Cross Pieces to the Bitts, fore and aft s.ccrccssscvseveecees
BCP as. stan desecdaciave
To have elm backs, in thickness....cescccesseveee 0
The underside of the cross-piece to the for e-bitts
above the deck .......0.00 chivas Weaeealeiiane? toe 1 ORAS
The underside of the cross-piece to the after- ,
bitts above the deck........ vee r: O44 8
Ends of the cross-piece to extend without the
PTT oe onde voces i er ee ee -|/2 4
Each scored on to the bitts w ith a facingsof . 000s HO ee
Cross-pieces fastened with ( Hook, diameter...... | 0 1
an hook and eye bolt on Collar headand eye-
the foreside hook to bolt each, diame-
forelock......5.0s sesveves
ix)
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SCANTLINGS OF SHIPS OF EACH CLASS.
Denmark
Yacht
ep
‘Ss
a)
GUNS | GUNS | GUNS TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS
28 24 18 1257 | 1000 } 818 544 | 440 | 330 201 133 170 60
See Windlass.
If no windlass
to be fitted as
the brig-cutter
in the 17th
column.
|
|
\
|
Forem.perpendicular. 11 0 |10
Outsides.
1B Oy |): 10 O |10
FoLtio XXIV. TABLE OF THE DIMENSIONS AND
Of Three a ’ ;
PARTICULARS OF EACH DIMENSION, Decks: Of Two Decks. Frigates.
OR SCANTLING. ry
GuNs | GUNs | GuNs | GuNs | GuNs | GuNs | Guns | GuNs | Guns | GUNS
110 98 80 74 64 50 44 38 36 32
Gun or Lower Deck—continued. Jt. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in.| ft. in| ft. in.) ft. in.
STANDARDs or Spurs against the Bitts. The foremost
standards to extend to the beam before
the foremast, and cut with a swell on the
midship side, to make the foremast partners.
Standards to the after bitts continue forward
to the aftside of the fore bitts..........++ Sided} 1 1} 1 1
Let down upon the beams.........+ evesceece
Bolted through the beams and caglings, bolts
diameter........|9 13/0 13/0 14/0 1470 12/0 1210 12/0 13,0 13/0 13/C
To cut holes near the deck through the aft part
of each spur, diameter .....s.eececeeseeses wie | O 510 510 .4)0°' 41/04/04) 0°30 SHG BF
The upper part of the arms next the bitts to reach
as high as the upperside of the cross-piece.
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STANDARDS.—One against the stemson, if required, sided | 1 2]1 2])1 1/1 1]1 Of 1 O ee eee eee
Faced down upon the beams ........sseccesseseeee | 0 22) 0 22/0 21/0 2) 0 13,0 12
Arm next the stemson, in length...... as desk oO. See CHG Oihs Gays Gib Pisa Ren AS AP oe! ae
Number of bolts in ditt0. 2.8.03 ..5...ccvesbsee .-. | four | four | four | four | four | four
The fore and aft arm of length sufficient to tale a bolt through the beam afore the bowsprit partners, and one through the
Iron standards against the bows, each to weigh ooo eee see ces eee tee eee
Bolts, in number.......6- One in pach beant: Apc ae oe
Zee AeTQ D7
diameter........ | 0 12/0 1310 12/0 13,0 123.0 ave eee
To have a well grown standard fayed ¢ sided | 1 2]1 2 ; 17 led 9p) 80: 108
against the Transoms..........00. seers of Hs: OFS [Ores 2710 2110 210 2 ae
The fore and aft arm to be long enough to have a bolt through i third beam from aft (or longer if to be had) the a arm
If an iron standard, to weigh............ Reds doses soe see oe re ove ae vee eee a
Bolted with one bolt in each beam, and one be-
tween, and two bolts through each Transom,
DILe7: NUMbET Ls above ot oe as eis af ia Se are bes rar le Pras |!
QUAMCEET sae oke oes Oo HIO 13)0 13/0 13/0 14,0 1 iy «TP
Partners and Steps of the Capsrans.—To frame partners for the fore jear capstan, that it may “occasionally be lowered upon} Q
The framing to be Carlings.....-.sseees -broad..... 011]011]010{010]010)0 107 ... vee oes oT
deep... tr oebivetay Oo 11 10.11 | 0:11 | O 11 oRe eee re
PartHers.oc.tessccoseeseacey eacenectes woeee thicke..: O-S1O SHO.7 1 O PUOSe BO
Fach piece next the centre.......... See OF ORs. sect Qe JO 2D 21 1 1 ee eee
Outer pieces'each to be. .cisss.000 seeks broad P ik. 20p BT. Sit. Sate ds Tee Bae
The ends rabbetted on the carlings............ on -O. OF-0)6.0...6 9.0). O40 GOs
‘To Have a shifting step. ..ci.cs..esesates broad... CHE Ole OL Sip sia Fee 6 vee cee oe TE
Ces A ky Ce Ce ab 1 6 EY 5 eee ‘ “ee « IU
Or a chock to shift, to be elm..........sguare.... | 3 61/3 4}/3 2|/3 01/210|]2 8 eee «- | XT
deepissy (TES) ELD’ LAT |} 1.0 P1ye | Od . ad
dhe CoN epee s esa yi SQUATEC..006 0 5};0 410 4/0 4|0 31,0 32 See ae - | Za
The said chock supported by a pillar, square 1 2QEY 171 OF 1 OP 17 OF O81 ° ee eee . || a
To have a temporary step with atenon § broad | 1 6/1 5/1 4]1 4]1 4/1 3 . oes ... | Bae
into the cup of the Orlop step......... } deep HAS A105) AL a a toe . “a oe |C
The partners to be bolted at the ends, diameter | 0 13}0 1710 11/0 1|0 1]0 0% hy tay -» | DI
Step for the MAIn JEAR CAPSTAN..c..eeeeeeeeeebTOAdseese. SOR F100 1) OF I Ole B ails . tee - |E
depp. (P10) 2 OL 89871! OLD Fa 3 hes ee
Upperside to stand above the beam.........se006. 05-397 0.8 0 8 [286.08 oF POF? : ees - pa
Bolted through the beams, bolts in diameter.:.... O ‘140. 19) . 44)°6 He 1A) O74 bee eee
To have pieces of oak let down upon the beams 1 inch on each side the step, of sufficient breadth to let the et rim over| I |
neath. ‘The pieces to be left with a margin of 2 or 3 inches beyond the pall rim, and then reduced to the thickness of] K
FIELM Port TRANSOM.....cccccceeees BANS as Bee MCD dah 011]011]7010]010}0 930 92 . see
Scored aft and bolted to the counter-timbers, |
bolt tn diameter....... O. 1470 14, 0~+1f, 0 14,0 137.0 If) .... tee tee eee [i
To have 2 bolts driven on each side, the cast |
part of the Transom ......,...+6. diameter......|0 1)/0 110 110 1)]0 02/0 02 - - oka | ||
Moulded, or fore and aft as broadasmay behad | 1 10{110] 1 8})1 8/1 9)1 7] 4... tis }
broad upontheclamp | 1 6]1 6].1 4]1 4]1 2] 1 2 : ati as Py
To the Helm Port Transom............ SED secon 010}/010/0 91/0 9|0 8]0 8 : a o“o an
Kneges.—Fore and aft arm long........ ceostebbea eerie ae OL S210 8.0. 6.410. 6410.5 : oo
SCANTLINGS OF SHIPS OF EACH CLASS,
so.) Lk
Frigates. bE & 2 £ East India Shi ps. West India Ships.
ma 5
Packet
Schooner.
Brig
Sloop
GUNS | GUNS | GUNS | TONS | TONS’'| TONs | ToNs | Tons | Tons | Tons | Tons | TONS | TONS
10 24 16 | 1257] 1000 | 818 | 544 | 440 | 330 | 901 133 | 170 60
GUNs | GUNS
28 24
| ft. ins ft. in.| ft. in.) ft. in| fe. in| ft. in| ft. in] ft. in| ft. in| ft. in ft. in| ft. in| fe. in.
G |step or breast-hook, there holding all its substance, and thence trance to make good the deck to the bowsprit step.
RE” eve are Sos om aie ea Aine cwt.|3 3 0/3 2 14/3 2 0/3 10
coe aoe ees eee ese eee ote tee ten ten ten ten
APG Me. 11. f...)4%..6) 2-0) 0G |0 19) 0: 13/'0..1210. 1
ra
cwot.|}5 00/430) 420
een eee eee eee eee eee eee eee 0. 13 0 13 0 1
the Orlop.
Lap’d together at the ends, and tailed each way. To have rabbets taken out of the fore and aft Carlings, with a double stop to
receive the ends of the partners.
Let down between the beams carling fashion, and left above the beam high enough to make a level surface with the upperside of
‘ the partners.
Let up through the partners, with laps underneath, supported with two temporary ledges under it while the pillar is
shifted. .
‘Their ends chased about into the Carlings to shift when required.
The head of the pillar to be let up 14 inch to the underside of the chock, and the heel 2 inches into the upperside of the shifting
step, from the starboard side; and a batten tailed in and fayed against the heel to prevent its coming out.
Saucer-headed bolts, 2 in each end, to forelock snugly at the points.
To be let down between the beams with a double stop, and the upperside left sufficiently above the beam to Jet down the pall
rim, and answer with the partners above.
‘The laps to extend to within 3 inches of the further sides of the beam, so as to receive the deck.
Two bolts in each lap.
and take the bolts, with broad ledges let down under the said pieces in way of the bolts, which come through and forelock under-
he deck. ‘The length of those pieces is generally determined by the hatch and ladderways.
be a well grown piece, and to have no more cast than will admit of 3 inches in the clear between the tiller and the under-
sides of the beams above, and upperside of the Helm Port Transom ; that is, 6 inches more than the depth of the
tiller.
SS
co
And clenched, as the short wood may be apt to spring.
In the middle, and hanced towards the ends.
Ends fay close of a length against the side counter-timbers.
‘The Knees to be well grown, little or no chock.
Let over the Hanging Knees, which should be iron for that reason.
BOVO ZZ PAMKTOAFTAOOFSNKKCH
“ — " 7
- ~ A
G—TAB,
Foro XXV. , TABLE OF THE DIMENSIONS AND
Of Three ,
PARTICULARS OF EACH DIMENSION, Decks. OfT wo Decks. Frigates.
OR SCANTLING. Guns | Guns | Guns | Guns} GuNs | Guns | Guns | Guns | Guns | GUNS
110 al 80 74 64 50 44 38 36 32
Gun or Lower Deck—continued. ’ St. in. fl. in. ft. in in.| ft. tn.| ft. in.| ft. in.| ft. Gi. ‘ft. in| fe. in in. ‘ft. in a
Thwartship Arm, long, (to coak into the transom) |} 6 4/6 31510}5 8/5 6/5 3
In the fore and aft Arm ........number.., | seven | seven} six sir six Siv
Bolts< In the Thwartship Arm .........number... | five | five | four | four | four | four
. in diameter... | 0 123]/0 13)0 124) 0 14/0 12/0 14
WaATERWAYS.—The WaterwayS....csscocsesoessesss thick... 10 610 610 610 GEO 5/0-5 10 °4.80 4 )5oeeeaeeAnee
Broad as may be had clear of sap. Chined down to the thickness of the deck within two inches of the spirketting, and from] B
of aninch. To avoid wounding the riders more for making a better stop, let oak cleats, about three inches thick, be|C_
behind the waterways all fore and aft, but dry oak for fillings is now preferred.
FLAT of the DECK ..ccocccvecenncccvccccsccedececsecetthiCkeee | 0 £0 410 40 £10. 240 (4 iG" ge Oe a ieee ee
Number of strakes of English oak plank next the
WALETWAYScisecdnebasacbecchesesasabuavecutahacey | Gone siz | five | five | five | five ang four | four | three |E
And one next the hatchway Bicpscneets iuthickss eee eee ene ose vee eee oe [F
Binding-strakes.—T wo strakes on each side, to be the third and second strake outside the coamings, are to continue fore and} G
one inch thicker than the deck flat, and let down that inch between the beams, carlings, and ledges. To shut in between] H
strake is one inch thicker, to pillar on. .
The remaining part of the deck is laid with English oak, or the best East-country plank, fastened with two 3-inch short| I
with Prussian deal not more than ten inches broad, clear of sap, and fastened with nails in the beams and ledges.
SprRKETTING.—Number of strakes on each side............ | 20r3 | 2or3 | 2or3 | 2or3 | 2o0r3 | 20r3. | two | two two | two |K
From the waterways to the upperside of the sills,
ODibs5 cvccd a) cecccccnecectacdeneaace sheee ULIONC@OL eee cee eee toe ‘ tss P22 Peo On Oh oe'O FT.
Theives Lower edge scarcssescccccvescvecscccecse | O 710-710 71 0--7 | 0. 6310-6 10> SE0O45 [Os POs IME
Upper €dge srercsssersssssecessescesees | 0 610 610 6/0 6]0 530 510 510 440 440 4IN]E
To have a bolt clenched inside, through every |
butt in the next timber......:.......diameter... | 0 1f/0 13/0 1/0 1/0 1/0 030 030 0% 0 02 0 oZg/0 .
Srurr—Between the ports in....ssesseeseseesethickness... | 0 4/0 4/0 0 4/0 330 3/0 310 3/0 3/0 3\P}f
Upon the spirketting and under the clamps,
thickness... |0 310 310 3/0 3}0 31/0 3}0 31/0 30 3ho 3 }QMmN
Hawste Hoox.—Under the holes or hooks between decks
sided... } 1 3]1 O81 211 2)1 1)1 O41 Of O11 oO 112;011 IR
Placed half the siding below theholes, and in length|20 0119 6/19 3 }19 Of18 6/18 O}17 61]17 0117 O16 61S
Fayed upon the stuff, and sevccsee number... | 15 15 13 13 13 13 11 11 1) 11 TF
bolted with bolts in..... SR chet wre O 13/0 13)0 13)0 13/0 13)0 13,0 12/0 14,0 12/0 1EV iE
Iron hawse-hook under the holes to weigh....... eee oe x. ae eee Sem “5 Ses tee ve |W
BrEADTH Ripers.—Number on each Side..esecseeceseeseee 13 13 12 12 12 11
SIGEU ys. ccekE| 1) tule Seat LY Lp > enaene
TOMA. Leah be Oe Or Db Ora Ore Oran t
Length, from the underside of the upper-deck beams, or middle deck beams in three-decked ships, to six inches of the upper- x
driven through the beams they face on.
Bolted with bolts, in number ..ccesececescccees vey 11 11 11 11 11 9
idMeter seseecscocserssocvecers O 13/0 13)0 140 13;0 OHO 14) .
Under the fire-hearth .........secc.oee.-square| 1 2/1 1/1 0} 1 0/011/011/010/0 9/0 910
Let up and face on between the beams........{| 0 2/0 2/0 2/0 2/0 2/0 2/0 140 i3}0 140 22
In length from the aftside of the foremost
beam of the fore-hatchway to the foreside of
the beam next abaft the foremast. Bolted
1 upin the middle with three bolts 7 to inch
[ diameter. To have fir fillings upon the car- .
;
CARLING
ling to the underside of the ledges.
1
Pittars.—One under each beam between (upper end... }0 9/0 91/0 8/0 8/0 7/0 7/0 71/0 7/0 7/0 6IA}
decks to be neatly turned and
SUATC..occcscocccscccscccccscceses ( Lower end...'| 0 10'} 0 1010 910 9/0 810 8)0 8 | ONS HO “gag tam
STANDARDs or Ripers.—On each side, in number ....+. «- twelve | twelve | twelve | twelve| ten ten | eight | eight | eight | eight |C |
If wood to be well grown and sided...sseseesees ft fi of 1 of 1 of 1 Of O1s/011}010]0 1010 oDE
If iron (in the officers cabins) in weight each..... | 4 2 0} 4 1 0} 40 0} 400} 3 3 0} 320/31 0} 300/230) 2 2 0/E | |
Thwartship arms.........60--..long «... | 410} 4 9/4 8|4 714 6}/4 41/4 0/3 913 71/3 5/FR
BoltS.sssessasssersecsscoeeservsein number | nine | nine | nine | nine | nine | nine | nine | eight | eight | eight |G | .
diameter | 0 13}0 13/0 13,0 13/0 12,0 13,0 13,0 14/0 12,0 13H
Port Lins.—Every gun-deck port to be fitted with a sub- . |
stantial lid made of English oak—Stops of the ia
ports not less than s.escccsessecsssesserecesseeeee | 0 340 3210 32/0 3t10 3/0 3 )
— 5
SCANTLINGS OF SHIPS OF EACH CLASS.
mm ad ' B
x~_ ' . 2. ko inf ~ e
a. 3 cS sin ery, = ia Oo v S Q,
5 . = o oO . . . :
82/85) &¢| & = 5 =| = East India Ships. West India Ships. r= § = Q
slag’ |e] a7 Oo}. 0 = 2 = n
GUNS | GUNs | GUNS|} GUNS | GUNS,| GUNS | GUNS | GUNS] TONs | TONS] TONS } TONS | TONS | TONS| TONS] TONS] TONS | TONS
28 24 18 10 12 10 24 16 | 1257 | 1000} 818 | 544 | 440 | 330 | 201 | 133 | 170 60
—}| —-— SX] - —— —_
St. in| ft. in.) ft. in. ft. in.| ft. in.) ft. in. fi. “in.
}
|
: Frigates.
St. im, ft. in. in. ft. in in. ft. in.| ft. in.| ft. in.| ft. in.| ft. in. ft. in.
Ajo 330 330 3] ... 0 10 3$0 310 4(0 4)/0.4]0 410 4],0°3] . | a [0 3
B |the thickness of the spirketting bearded back about half an inch. The butts of the waterways that come between riders tail in about
fayed close up under the waterway and against the rider, and nailed thereto. Merchant ships have iron plates let into the openings
4
|
OF SiO BileO Atl00.2 4] os. herent OU?
DO 210 21/0 @f ..0 |. | uo lo 210 2/0 3/0 3
E | three | three | two one eee eee one | one | three | three | three | two | two | one eee eee one
eee eee eee see eee eee oe soot FO. 410° 24 Oa) OVE POSE O173 eee dy OU St
G |aft with the butts so disposed as to give the greatest shift to the hatchways, ladderways, mast partners, and to each other. ‘To be
H |the headledges in midships, with oak one inch thicker than the deck-flat, and rounded to that size at the coamings.—The midship
I |bolts in each beam, and one tree-nail in each ledge, in ships having gun-decks. But frigates, and under, have the lower deck laid
K | two two two vas ae tes one one two two two two lor2 | lor2 Ay Ar lor2
Te i307 1 8G 1: 0.7... a sien Hi Ok dlp OLOH Te ADsbito lO st dedO is iS flak eBid ol Go fetiss « GALA G
M/o 430 4/0 °3] ... of can OVE BID Oe, Ssh OSi4e O94 104 4.) Oued ON SHO v3 Ph Sas hiG.3
Njo 4/0 3110 3] ... 7 0 2110 230 4/0 4/0 4/0 4/0 330 3] .. uh £3
O}0 030 02/0 Of ... | «1 | we | 0 03/0 O02] 0 02/0 0710 OZ] 0 02/0 030 03 2. | . 0 02
Pio 23/0 3/0 2] ... re cof O 120° 13,0 4/0 450 -4:).0)3) 0.30 23 -..% ea eit
Qio 230 ato 2] .,. +e seo FO 12, 0+5121.0 APO. 4] QegdeliiO 9 3)4 Od {Ovi@kp ricze dea xe OE?
iR} 0 i101 010]0 9
|S. 16° OS O713 Of} a.. * a ve .. 116 °0|16 O]15 6]15 0 }14 0 {13 0
0 aM | OM ok Gael ES Es ee
4 nine | nine | nine ais eA nas one ides 10 10 10 10 eight | eight
sie 0 13
I" eee oes see eee eee eee cwt. 7 0 0
X |side of the Orlop beams. The said riders to stand as diagonally as the beams, &c, will admit, and to have two fore and att bolts
Yio 9}0 8/0 8
Z\o 13}0 1]0 1
A/0 610 6/0 52/Tenoned at the head intothel «. |0 7/0 710 7/0 6/0 6/0 53 ... ow 10 5
beam and chased fore and
}B{O 710 7)|0 G62 aft at the heel. be P10) Oo] OS now sO. 7.0 7b 0 Ba os, aap O° 6
Cl six OP OTS Rees EA oes Barone! bllarre: ¥e Sis oie eas aay a eee at eos | three
‘D}0 9{|0 83) 0 8 |Wood or iron standards in the navy are to fay upon shoals of English plank 4 to 3 inches thick.| 0 8
Meant 0250 0 1,30) ... «| a. if orf. of a. Meade irety (Foc icre ope ret
WF} 3 243 Of 2 10 | Sidearm to reach ‘thebeam above. //4 4/4 4 [4.@ 14 4 3.09 3 2
1G | eight | eight.| seven} ... see eee eee «s+ | seven | seven | seven Piss oan ce six
‘ ET I ceed koe | voce PMeasl fh ocen 4 O 12] 0°13] 0. IB-0 0 1
Fotio XXVI. TABLE OF THE DIMENSIONS AND
Of Three
PARTICULARS OF EACH DIMENSION, Decks.
Of Two Decks. Frigates.
OR SCANTLING.
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS
110 98 80 74 64 50
eee Se nd he an ee Se eee eae ee!
Gun or Lower Deck—continued. ft. in. ft. in| ft.
GUNS | GUNS
44 38
ft. in. ft. in| ft. in.) ft. in. ft. in. ft. in.| ft. in| ft. in.
Well-seasoned linings fitted into the stops, thick | 0 113)0 180 13/0 13,0 140 1
To have ascuttle through the lid of each (long |} 0 910 91/0 910 910 9}0 9] .«.. Alf
port hung with horseshoe hinges rom
HORW ALA ode cVescctseeeecveevovesecessesace CC OCED [lO @ O TKO syORIED «O10 7OnIO ConiPOs Onn ea. B
Each port tobe hung withtwohingesofiron, broad | 0 44] 0 0 4/0 4/0 33/0 33 .. CH
thick at the shoulder |} 0 12,0 13/0 123)0,12}0 1]70 1] 4... Dit
(The points well clenched.) Hooks, diameter... |} 0 14/0 13/0 13/0 14/0 13/0 17) E |
Saucer-headed bolts, and shackle bolts, diameter} 0 1)/0 1]}/0 110 1/0 1]0 OZ ... F
Shackle rings.......sccceccsssereein the clear...... | 0 33 0 0 3/0 3{0-3}40- 23) i: G
To have lead pipes through the side, one over ral |
each hinge.......00ss0s0.8% diameter.scevessreeee | O 12) O 12) 0 19} O 19] O13] O12] see
To have iron hooks for the port (first hook... ]}9 0|8 O17 617 617 016 9] ... I
tackles driven in the side of ted
beam most opposite.......-ee:+6. Usecond hook j11 0 |10 0/9 6/9 6|9 0}]8 9 se K
The iron cleat to be kept from the side.......... 13 0 |12 O|11 6 ]11 6 [11 O}10 9] ... L
Mancer.—The manger stantions......ececccoeeebroad... | 1 611 6} 1 511 5/1 411 31/0 910-910 9}0 81M
thick... | 0 710 7)0 610 610 51|0 5 | square
Manger boards to stand square with the bow, and
thick... |0 4{[0 4 x
And fitted into rabbets, to ship and unship, and when made of two pieces to be rabbetted together: the breadth or depth
side of the holes, fay close down upon the deck, and well canted on the aftside.—See Hawss Pieces for diameters, &c.
Buinp and Ripine Buck.ers * to be elm plank, thick... |0 410 410 4)0 4]0 4]0 4]0° 33,0 32/0 3210 3
Buckler-bars, oak, square... |} 0 410 410 4/0 4}/0 4/0 4]0 330 3230 370 3
Scuprers.—To be of lead on each side, in the manger... | two | two two | two | two | two | one | one | one | one
diameter in the clear... |0 610 610 51/0 510 51/0 510 5/0 5})0 5/0 5
To have on each side lead scuppers,in number... | eight | eight | six six sia six | three | three | three | three
Pumpdale scuppers, one on each side, diameter
inthe clearess | 0. °7 1.0 =7/ 10.7 FO. 7.10 — 6: Ome
oO
>
oO
>
o
>
fa)
>
Pipes in the rooms.
Diameter of the scuppers along the sides........10 510 5{0 4]0 410 4/0 4{0 310 3]0 340 3
Scuppers are let out from the inside, with broad flaps, let in flush, and kept well down with the deck. A coat of tar and
sometimes turned upon the outside stuff, and sometimes let in flush, and nailed with copper-nails. In spacing the scup-
bolts of hanging knees; manger scupper clear of the cheeks, and let out one above the other. Care must also be
IRON-woRK.—1I'wo muzzle lashing eye bolts, diameter... | 0 12/0 1% 14}0 14/0 12/0 12
the eyes in the clear.........|0 3|0 310 23/0 23/0 2310 2
To have four ring and two eye-bolts, to each
Oo
TQS HO OPPNKK CGC HY®ROV O24
—<$<—<—<—<$—<—<—<—<—<—<——<—$——<———_———
~ - a a eteniniearaeme tee ae memes ema ae = " = aa a
POT. ccccccveccreccccvecscreveesesMlametler.ceveseve | O 1210 1310 13/0 13/0 13/0 14) ... ses ort aoe
rings in the clear .........|0°'6|0. 61/0 510 53/0 °5)0 43 .,, tee eee eee
eyesin the clear. s.vcceoee | OF -SELO) QEEO) 20 QO Sho 12 ae aes ay eee
Eye-bolts one between every port, diameter..... O 14/0 13/0 13/0 13/0 14;0 14) ... vas see see
eyes in the clear.....4..-.. | 0 2110 2210 2110 21/0 210 2 ae ves See soe
Ring-bolts one opposite each port in the deck,
Giameter serinssvcoccccossess|/0. 15,0 1250 1200 1810 1200 Tah... <ae ove Ae
rings in the clear.o.e.0.0. | 0 470 4/0 33/0 32/0 SEO Sz ... aad can oe a
Stopper-bolts or ring-bolts § diameter.............-| 0 13] 0 13/0 13/0 13/0 13,0 18] .. mae eee ode
for the rt Hang Mase ots inthe clear... |}0 810 810 71/0 7]0 620 64... eee soe ona)
TiLLEr.—To be clear of knots, and square at the fore :
part of the hole.....s.sccsecsesseeceeseceeeseeee| 1 1 | 1 0] 0 11] 0 11] 0 103] 0 103} 0 103] 0 103] 0 103] 0 103}N
To continue of that bigness before the rudder-
Head vevessccccvcccccescccevecsevcscducsdecetoovscece | @ G1 29 G] 2 «-B° [2-31 2 OD 20'S *-O |S” Olen ee
Foremost end square....sccccccrescosecssoeescessee | 01010 910 810.710 °710-710° 710 63 0°61 0 GIF
In length, or to pass freely by the mizen-
MASE, ..c0.00% drocavdaeebe saps soveccscccevscsecsceres [29 6 128 0 127 0 [26 0 [24 6 [24 0 123 0 [22 °0 [21 0120 0/Q
Eye-bolts driven in the tiller, and fore part. of '
TUAET se cceceeceseceseveeeccceeediametersieeeee | O 130 1210 110 1]0 110 1]0 Of 0 07/0 O20 0%
* The bucklers to fay close over each hole between the hawse hook and deck hook over the holes, and each buckler separated by oak cants, fayed
aud nailed to the side, one cant in the middle, between the holes, and one at each end, to come out flush with the bucklers. Each buckler is to be
barred in with two bars, chaced about into the hooks. The blind buckiers to be in one piece, and each riding buckler in two pieces, rabbetted
together in the middle, with a hole cut half way in each piece, to admit the cable. Ships that have no hawse hook, have a bolster about 4 inches
——eE—————————————————
SCANTLINGS OF SHIPS OF EACH CLASS,
2 ' ; ; i
Le Go bY ae = } a 3 v : £
Z Bas) Sis} 2 oe op © o 4 ‘ : : © S & Q,
Frigates, e=/FS| 8s Se | ce 2/ 3 East India Ships. West India Ships. | ~% 8 = g
4 — ~ ~ Cw _
Ae | Sn Br le -( Fo] o . hs oe a
= A
GuNs | Guns | cuns | cuns | Guns | Guns | Guns | cuns | rons | rons | Tons | Tons | Tons | Tons | Tons | ToNs ‘rons | TONS
28 24 18 10 12 10 24 16 1257 | 1000 | 818 544 440 330 201 133 170 60
St. in| ft. in.\ ft. in| ft. in| ft. in. fe.
A
in.| ft. in.| ft. in.| ft. in.) ft. in.| ft. in.| ft. in.| ft. in.| ft. in. ft. in.| ft. in.) ft. in. ft. in.
In the clear, the undersides two-thirds of the depth of the port up from the sill.
C |} The hooks to be driven high enough up above the stop of the port, that the underside of the lid may be clear of the underside of
D the upper sills, when the lids are opened level. ‘The foremost and after lids to be hung with the sheer of the ship when opened.
E |) Each hinge to be fastened to thelid with the saucer bolt at the shoulder, clenched outside upon athin ring. The innershackle for barring
F in the ports to be driven in; the ring to stand upright one inch clear of lower sill, and clenched outside upona thin ring. The outer
G ‘ shackles are driven close belowthe inner shackles; the rings to lie level for hauling upthe ports, and clenched upona small ring inside.
Hi} In the clear for the port ropes, the holes to be bored as high up as possible, on the inside, and stive well up outwards.
I
| From the ship’s side, and both hooks and cleats to be kept as high up as possible, giving room for the turns of the
K fall.
OMS FO HF4'O' 3
O jof the manger boards to be equally high with the middle of the hawse holes, and hanced down towards the middle to the under-
PO 34:073.1.0. oF AiO 22 0 41/0 4)]0 41/0 3}0 31{0 31/0 23
Qlo 3}o0 3/0 3/80 3 Aidss. 0 4/0 4/0 4/0 3/0 3]0 3/0 3
R| one | one | one | one | one | one | one | one
Ss
O07 50 5 10S) OC Spo SH 0 570 510 5
T | three | three | three | Lead pipes.
U {To have broad flaps on the inside, and the said flaps let into the spirketting to receive the end of the pumpdale.
eho SPO" 3 4 0” 3
Y |hair is put behind the flaps, and every cate should be taken to keep the said flap tight and secured from leakage. The outsides are
Z |pers, the utmost attention is required to clear them of the ports and scuttles, chain plates, steps on the side, anchor linings, and throat
A |taken that no port-timbers are wounded by letting out the scuppers.
B |To be placed as high as possible, about 12 inches asunder, equally from the middle of the port.. The eyes to stand fair with the turns
Cj} oflashing. Note, Ring and eye-bolts to be driven with a socket punch, the eyes only clear of the wood, and the rings sufficiently
to turn. t
D (One ring and one eye-bolt to be driven in each port timber ; the eye-bolt placed at half the depth of the port, and on the timber,
E | from the side of the port, one-third of the siding. ‘The ring-bolt to be placed half way between the eye-bolt and lower sill,
two-thirds of the siding of the port timber from the edge, and one ring-bolt in the same range on the second timber from the port
F | on each side.
1| G |The ring-bolts to be so driven that the rings may hang upright, or perpendicular, and the eyes of the eye-bolts the same, unless the
H} eye-bolts between the ports have their eyes to stand level ; and all the bolts to be well clenched upon the outside stuff.
4 } To be driven without the coamings abreast of each port, unless there are any in the deck to answer the purpose.
L |To have short snug eyes let well in the deck, to be driven in the binding strakes on each side, in the range of the outside of the
#|M|_ riding bitts, driven towards the aftside of each beam from the main hatch and riding bitts, and well clenched upon iron plates let
up flush in the beams.
|N 0103/0 10/0 9]0 60 7/0. 60 60 6]011]010}0 930 940 9}0 810 7]0 6]0 6YHo Bt
LSS)
6 6 6
6 5 5
e Co
1 1 1 Lii3 iPr 0 2 6) |+hie 3s] Mtv Delp
0 0 0 0 4;0 7 0 6;0 51;0 4/0
oO
o-
> oO
vie
o
Oo
vin
Dy bie 0.{) 2isiOunrh
0 4140 7 1 OMezeh 0
me
bin
i)
Holi of1
}P}0 6] 0
lahio ofis of14 oho ofi2 ofi2 ofi3 6 |12 0 (24 0 }23 0 \22 0 |18 6116 0 f14 ofl2 ofto 6li2 o 8 6
li 0 0270 02/0 03/0 03/0 02/0 03[0 03/0 02
} thick, fayed and bolted under the holes, of sufficient length and breadth to provide for the buckler-bars, &c.—Hawse plugs are made of fir to fit the
holes, and a ring bolt, 7 of an inch diameter, is drivenin the inner end: two are hollowed, or grooved, along the sides, to drive over the cables when
viding. Each plug is about 2 feet 6 inches long,
Fotio XXVII. TABLE OF THE DIMENSIONS AND
Of Three ' ‘
PARTICULARS OF EACH DIMENSION, Deck: Oe toy a Erigates,
OR SCANTLING. Guns | Guns | Guns | Guns | Guns | Guns | GuNs | Guns | Guns | GuNs
1190 98 80 74 64 50 44 38 36 32
Gun or Lower Deck—continued. BA in.| ft. in. fi- in. ft. in. St. in. ft. in. St. in.| ft. in.) ft. in. ft. in.
Iron rod, screw, cut at fore end, and eye in after
ethics sariniechs save sevessesessssessessececdiameter |O 13/0 12/0 1/0 1/0 1]0 1]0 Of 0 Of 0 Og 0 OZ
Saucer-head bolts for the goose-neck plates......
diameter... {| 0 02| 0 02] 0 0310 03] 0 02] 0 07/0 03] 0 O2]0 03/0 03/B
Tillers in the Royal Navy are fitted with an eye-bolt driven in each side about two feet before the rudder, or have an iron|C
On the fore end of the tiller, close afore the sweep, is driven a hoop, called a horn hoop, with an eye standing up on each side,
fore end of the tiller. Then an eye-bolt is driven.on each side about two thirds of the length of the tiller from the fore-end.
GoosENECK, made of iron, about three inches broad, and 14 inches long, the bottom to project beyond the sides about half an inch,| E
screw cut at the point; the underside of the neck to have a brass or bell-metal sole rivetted thereto. The Goose-neck is} F
Gooseneck may shift forwards as the tiller works aft. The plates are fastened by two bolts in each, drove from}G
To have one spare tiller fitted as the former,
and another tiller fitted in the upper hole.
India ships have their tillers plated with iron
and hooped.—The plates .........6+00++long... ram eos see see see eee tee tee eee tee
broad.. ove tee ve eee eos .
TILLER SWEEP—Made of oak plank to viet thick... | 0 3 |Inall King’s ships the tiller sweep is thus fitted alike. The pieces} K |}
eee eee 4 eee I
equal to the radius made by the thickness down, and 2? inches on this rabbet shod with an iron| L
tiller..... eave scence’ wevctovaes etek be go .} broad... | 0 11 | made flush. To have a rabbet taken out on the foreside, two} Mif
beyond the rabbet, ten to twelve in number, equally distant. The upper side of the sweep is lined with 14 inch oak board] N
and in breadth to cover the upperside, and project to the foreside, to which a 2 oak batten is screwed, to keep the rope in,| O
of the sweep is fitted a block, with an horizontal sheave to lead the tiller ropes forward, under the wheel,-where a block is} P
and the blocks bolted up in the same manner as the sweep.
Canins for the Orricers.—In frigates and small vessels—To build on each sides six cabins abaft the main-mast, each cabin six feet} Q
and a sash with stone ground glass. The sash and door placed clear of the beams, that they may half-pillar into the side,
and with lockers and a cupboard. To line the side in way of the cabins, and to have a bread bin on each side abaft the
mess room.
Scurties for Air and Light.—Each cabin to have a scuttle, nine inches fore and aft, and seven inches deep in the clear, with four|T
scuttles to be cut 4 of an inch below a level from the inside to the inner part of the outside stuff, the sides of the scuttles to) U
The lids to be hung on the outside, from forward, with horseshoe hinges.
SHot Racks—To be of 0ak.......ceccessessevesveeedroad... |0 8|0 810 810
deep.... | 0
Bolted to the coaming......++++++«+.bolt’s diameter | 0
— ©
oo
= ©
==)
>>)
oOo 3
no
(<> WR = Pf o>]
oun
(om 2 ise |
oust
=)
°
=]
~
=
—
o
a
2.
oO
°
>
(aw
|=
oO
°
°
fT)
5.
Ss
ug
n
IT RS ae eS
. seecceseeevedl NUMDEF..cocesese | four | four | four | four | four | two | two | two | two | two
FumrecTo be fitted with ) 1, vst voaiseyafiboppen eat fe 0 oll o : 0 4 o}1.o0}1 0}1.041.0}.4 0
PUMPS» coerrsee | sevocseees8iSCy iif CAIN aesere 10 710 710 71.0 710 710 7) 0.7) Ce crn
And two wood pumps with brass chambers, size} 0 7}0 7/0 7/0 7/0 71/0 7;0 740 74/0 740 7)
Pump Cisterns on each side the main mast...... | two | two | two | two | two | one ... |Oak plank for the bot-
‘ Deep esse a Wa 8ie sidbs He OBIS Hee LD) Qis Bol 2 Fh) BWdoTit a Gi Yasy three inches thick,|G
broad from out to outside | 2 6)2 0/2 Of 2 OF 2 OF} 2 OF «ee
Ends without the heads of the pumps.......... {1 O}|1 0/010/0 9]/0 8|}0 8] «. es have two parti-| H
Centres of the rhodings above the deck ......... cistern pump onl[ |
In East India ships, the ¢ Windlass, in Jength'|> seo | <ooi:[s sve fu ere: [uw cee | ese | «os 4) Sn
four pumps work with SQUUTE | wee tee tee see see vee eae eee oon |, oom CPL
a windlass and brakes, ) Brakes or Q length} ... seo coe eos sag ose coe coe see «ee | Mit
VIZ. cc sccccccccccescevecees § Cross-bars J square |: se. ag ve “be ne ede tee “es see oe INGE
Windlass Stantions......csececvssscecccevceeselhick | oe eee We sig see eae ie owe eee so [OTE
.-ebroad see eee aoe oes eee eee eee tee eee eee P {
Thehandlesaremadetoship’) In length about ... ¥i Ef. as Bae . bf Sie ic ye spo 11h eee 0
or unship in the brakes of f brakes.... square. | ++. eos eee oes eee ase eve tee eee we TR
the windlass with a stir- »handles...diameter | ... see os ses coe ben oe ioe See we [SP
rup and iron-pin fore- in length | «+. <7 bee les ‘= ae eee bee bee ve [TU
locked on the underside. |
Hammock Racks, made of oak batten, two inches square, and trimmed with a hole at the distance of every 16 inches, hollowed out to Ul
battens to be rounded, and well nailed to the beams, &c. nine feet apart, each batten beginning forward and then-a mid-| X
Tricine Batrens to be two inches thick, and four inches broad, with the edges rounded, to be nailed up between the athwartships ¥
* For an improved Plan for battening and birthing the Hammocks, the reader is referred
SCANTLINGS OF SHIPS OF EACH CLASS.
sar aes ' ' . . ra é
Frigates, e=/89154 & 2 | 2 =] 3 East India Ships. West India Ships. 1c g 5 )
— " “so — 3 ao
Aw | Sm | a> (a? Fol o lt ac 2
. . MN
Guns | Guns | GuUNs| GuUNs| GUNs | GuNs | GUNs | GUNs | TONs | TONs | TONS | TONs | TONs | TONs | TONS | TONS | TONS | TONS
28 24 18 10 12 10 24 16 1257 | 1000 | 818 | 544 | 440 | 330 | 201 133 170 60
ft. in| ft. in| ft. in. ft. in| ft. in| ft. in| fe. in] ft. in| ft. in| ft. in| ft. in.| ft. in| ft. in| ft. in| ft. in| ft. in| fe. in.) ft. in,
HA} O 02/0 02/0 070 03) 0 02\[ron plate over
the eye-bolt
B;0O 03}0 02}0 030 03; 0 03| and toggles.
{| C jhoop with eyes driven on, through which the rod screws with a nut to keep the tiller aft as it shrinks.
| D |to convey the rope into the foreside of the sweep ; and another hoop, with an eye on each side is let on flush, its breadth close to the
E [and the same thickness up from the lower side, to have two holes along the middle to admit of two eye-bolts $ of an inch diameter,
F {attached to the upperside of the tiller by a plate of iron, on each side of it, about 24 inches broad, and half an inch thick, that the
G |junderside and forelocked upon the plate.
CS ieee Uae ees Mee Char nTctarn hice plod Hii: a
{ Semeamen tee 8.3. doh... doe. fof.4d om 411-0 33] $ and barely { ofaninch thick.
| K jof plank composing the sweep are put together with a flat scarph, about 18 inches long; on the aft side a rabbet is taken out half the
L |plate for the gooseneck to traverse on. ‘The plate is about three eighths of an inch thick, screwed down, and the heads of the screws
J jinches down, and three inches on, in this rabbet are fitted lignum vite rollers, about three inches in diameter, let in half the diameter
—
to receive the brass pins which the rollers work on. The oak board, which is 14-thick, to give scarph to the scarphs of the plank,
and the aftside hollowed. ‘The sweep is bolted up to the undersides of the beams, with 14 inch bolts, saucer headed. To each end
fitted with a vertical sheave, on each side the middle line, in the direction of the rope. ‘The sheaves are eight inches by 11 thick,
t
| N
| O
|p
Q jlong, and five feet wide, or more; with panels put up in grooves at the front. Each cabin to have a swing door, 22 inches wide,
R jor with an oak stantion, about five inches thick, and eight broad. The insides to be fitted with bed places, two feet six inches broad;
S |cabin’s and athwartship bulkhead, built upon a cant abaft the second cabin from forward, with a door on each side to part off the
T |scuttles from the cabins forward, cut through the side to stive upwards about four inches in the depth of the side. The bottom of the
{| U |be lined with lead, the lower corners soldered, and a hole made to lead the water down the sides, or a pipe to lead it to the outside,
Y jan inch more than the size of the shot, and the upper sides gouged and hollowed to the size of the shot at one-third of its diameter,
Z jasunder in the clear. ‘To have pieces in the wake of the bolts, and the uppersides of the racks so placed, that the shot may be one
Alof the coamings. ‘The racks need no corner pieces when bolted sufficiently.
B} two two two two two two two two |\ 2 of| 2of | 2of | 2of | 2of | 2of | 2of | 2 of | 2of | 1 of
temo tt Oy FO tle’ O 1 0.) COIs On TOO 70" 710-710 5.40 510 5 10 35
Zh ude tO LT mee as rae pas not 2 of| 2of | 2of | 2of | 2of
1.400 af, 0 72 Um Ol ade (nO 14, | Olgas
0 4] 0 4 |Ends sides and bottom four inches thick,
ee ES Be
Ag 6 ol 6 6 0 | |
| H |tions in the middle, three inches thick, and inch asunder, so that as a saw may separate them. In the Royal Navy, ships have a
| | jthe starboard side, for the convenience of washing decks, &c.
eee . eee eee eee
X Jof the coamings and head ledges; the bolts about 16 inches asunder, and clenched on the outsides of the racks. To be kept out
. . 0 a
toms four inches thick, the ends five inches, and the sides} (0 4
G |rabbetted neatly together and caulked. {2 7
So
EE Meth ss. | ees | vor fone fy ae | 6 016 01670
ee ee es * ae . |010/010]0 9
}M| ... . oor ve vee eS Core PMU OS OTS AO
N{| .. ; : , ; eS 0 44,0 43/0 4
| 0 r ; a5 a ; we | 0. 440 40 4
HP] .. > . os F soe oes : 0 9/0 9j}0 9
hi) -.. ; : be eehices lta AD | 72 ere penn
HR] . ETE vse gas, fil seat [i seg, FP eee FO + 4 Od, 2 hae
f ey | eee ; . 10 240 2310 at
| Se) See 2 Geek, ae fe oO 74 OL FO
U reeve the laniard through, or otherwise kept off the beams with elm buttons behind them half an inch thick ; the outsides of the
X Jdle tier between them.
Y jto trice up the hammocks*.
}| to Ross’s “‘Perpetual Birthing and Watch Bill Book,” published by P. Steel, London,
Fotto XXVIII. TABLE OF
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
MIDDLE DECK.
Mrpp.e Deck CLamps.—Strakes, in number.....
Thick at the upper edge........
lower edge........
Scarphs, in length
Bolted with two bolts in each, diameter......
Upper strake, broad.......
Lower strake, broad...... ecnenecs
MIDDLE DECK HOOK..........eeeseeeeeeesSIdeds coves
OE at mepeeve
Bolted with bolts, in number....+0.e.
diameter .ss.ceee
BrEAST-HOOK under the bowsprit for § sided......sseeee.
the cook room deck..,....cescsees length .
Bolted with bolts, in namber .....e00s
iameter veseveee
Beams.—Beams to round up.....seeeee decsgeseces seecvecencs
Plank of the deck, thick.........- Sl aia tee
Height from the upperside of ah
eoereeeres
eereeoereres
eeerees
plank to the upperside of the up-< midships...
per deck beam at the middle line he eee
Reena from the plank to the Bers -sills... ai
PORTS seoccecoes CATON «casi anents susanees ee msleesne
Fore and aft....... noevecesvees
Distant from each othe. opep
Innumber........ eceeecvere
Foreside of the foremost port, abaft the foremost
perpendicular
Aftside of the after port, afore the after
Bert Seed ererrre cote sees teceascecenees teeeee
SILUSssdeondenatee .. Lower sills, eee
"Upper sills, ae hee sine dus seeee
Upper sills in wake of fore and main channels,
ACEP overccccees +
BEAMS. ccacocccccccsccccccsccsvsvesseveesseStACd ssreevssecessves
MOULAEM .seeeeseeseee
NUMBET. vevsreee v2 00s
Bolts in the scarphs, number..cccseeceeees
Square iTON....eerere. Giameter.eveee
Ends of the beams to let down upon clamps....
"TRANSOM .ccococcccccspoccsscccesnssPCEPecccsess Crp po ean
moulded at the eit
at the ends.......
Scored aft, and bolted to the counter-timbers,
bolt’s diameter......
Knee’d at each end with a cast, sided .......40.
Knee under the two after beams, and ape
APM... sandeoress ..long ..
Bolts in Paaiber in ‘ithe fore nid ion arse tend oth
In the thwartship arm....... secccevcveccccesvecs
Bolts ......+ o ccccvecdeoseens ooo eAldMetereceree
If iron knees, to weigh .......ssceceeceeseeCWls. oe.
Kune —rThe beams to be knee’d {inne knees, sided
eeevee
teesee
ateachend with! hang-< Hanging arm, long
Thwartship arm, long
ing and I lodging knee
Number of bolts in the hanging arm...... Spee ‘
thwartship arm........ ee
diameter of bolts
Lodging knees
Thwartship arm.....
THE DIMENSIONS AND
Of Three
Decks: Of Two Decks.
Frigates,
GUNS
32
GUNS
64 .
GUNS
aa
GUNS
me
GUNS
44
GUNS
98
GUNS
80
GUNS
74
GUNS
dae
GUNS
36
aw in. ft. in. fe in. rae in. ft. in. rg in. 1 in. in.| ft. in. oe a in. fr in.
two
(ee:
two
Ee ete ee OES
Pe °
OWwWON RK KS WHS
“Pwr wponNnNnn oo
“I
Oo
Q2 >
SORTER OSH COW > NKMONUROVOZEOATMOIEY
i Oca ho
QUmoAeE Nx
OS RCOESNAKOCOORM DY OFZZFAMHOUM FCOW > NKKGGY RD VOZZHA- TOMY
SCANTLINGS OF SHIPS OF EACH CLASS.
Brig-
Cutter.
Frigates,
Cutter.
Me
~ ae é
East India Ships. | West IndiaShips. | 4 | 5 | 2 | &
sg | 4 3
Sloop of
War.
| Denmark
Yacht.
Bomb-
Vessel.
GUNS | GUNS| GUNS| GUNs| GUNs | GUNS | GUNs| GUNs| TONs | TONS | TONs | TONS | TONS| TONS] TONs| ToNs| TONs | TONS
28 | 24 | 18 10 12 10 | 24 | 16 | 1257 | 1000} 818 | 544. | 440 | 330 | 201 | 133 170 | 60
—— | ———-——} — —- | —_
ees soe as eos ioe ‘0 sat dena fens
we ve ve ° as 6 nee eee Que W Onrd) | OS ws ‘ye ws
ope re ; e) ue tae ant 0° 50 6.10 25 wos 0 4
eee 5 ve " ; eee aac eee Le Lee sil at) 0 ll
i 2 ws ; as oo ae OPA GeEO ll Poth O Ll
: . . ae ofa ‘ge hl Vee... Lott
sO ary coe oS “gh ie2 ‘ be 182-0 #18 O417 0 cee oO
; ee ove : : AC 13 13 12 abe Et
es a Gers | ae j a ieee . fo 10 13/0 0 1
| iy ie Le 11 PRE wee oO 1d
. : o- ; Z cic 17 OO G17 0 AG: CONS Ose 6
*s pil : eleven | eleven | eleven| ten ten
Tae | ern 5 o 12/0 13/0 140 12/0 18
fs ne oe é j ON. 73150! {70 G OlE5
av A *- : Os ae Oro a0 eae ne On 3
ss ee ; : 6 616 4760.4 ‘On 0
is ats ‘ 6 "64°60 *47 6.2.4 A) OG
Nae : 6 646 7416.4 3 6 6
* and ‘ 2 2. Oa 2. OFS =O be aa)
; s3 se 9 612 4,2 4 a O
Pr oe om 2 LON 2 ON 2 eZ ae ee GO
‘3 ane F FB OB a ese aS
5 = ve ; : 98 28 20 ; 22
ous ove oe ; va 17 O14 3.j13 10 bc 14 9
F ay, ae - HED “SHES 10 Ile 9 Spill | eos
: age A 0) V7RGO oR a On. 6 eee OF
a6 - 5 0 63:0..647.0" 5 ae 8 es
ee oe ogy 15 Om Pe Or OE LO Pr 0.10
se *e : ae Ve Toure Poo ten: lie Cees 0 10
ie ig - “ ee si 10 LPP ORIEL O 10d... 1.0
os ° A Ke ne OTe. 27 25 wate 19
Ae Sie ; A “ sat seven | seven) six AGH Six
i we | oe ; - OF YaornarnO tel. 110 OF
hale se: ; we 10 AHO aq 0 at 0 11
i awe Ane 1 DAR Te 2 Oe 0 10
se . ° Ae = 1” 2a l <5 ; 1 gee |
1, eee : : am oreo iggio i oto. 10
yy ie “a . sO AO R10 1 Te: octal) ae?
te Joe ae a S 9: O18 Oo te es G F
ate was - . 6°" 0: £6" ..0/ 105,40 5 4 6
eee ° : six siz | five “6 ive
eee . five | five | four " three
sé see aca’ 10.) 1ENO 1EORSTEL Sn. 1 0. OF :
ee eee ‘ 00 420|410)/400 2. 3° 0
ae See 0. 8/170 > TE et eece” dO 8
ate a he 4 6/4 6]4 0 4 0
a ie 3.733 3" ideas on 3340
| : four | four | four three
i a A three | three | three Be three
™ a ; Fs) ALOMAR (Q, aT O Pag cs Pes
° ove . 4 220/21 0]1 3 14 11 14
soe - ; # : 0 8|0 70 7 0 6
P or ae Sf bis Sito. 4 3 4
Forio XXIX. TABLE OF THE DIMENSIONS AND
Of Three
i Decks, seated!
PARTICULARS OF EACH DIMENSION, Decks. DE Ewa Wetks Frigates
OR SCANTLING. Guns | GUNs | GUNS | GUNS | GUNS | GUNS | GUNs | GUNS
110 | 98 80 74 64 50 44 38
—- wl Poe Soe Soe wee eo
St. in. ft. in.| ft. in| ft. in| ft. in. ft. in.
GUNs | GUNS
36 32
ft. in.| ft. in,
Mippie Deck—continued. ft. in| ft. in,
Fore and aft arm the whole length between the
beams, or length sufficient for bolts, in number | four four
diameter... | 9 14 11
Iron Lodging Knees (behind riders) to weigh cwt. | 2 3 0 : 20
Hatchwaysto be over those on the Lower-deck,and
of thesame dimensions, viz. Fore, Main,& After.
Ladderways and Companion thwartships........] 5 2/5 0
One next afore the Forehatch, fore and aft...... | 4 6|4 6
Hatcu—Aftside afore the centre of the foremast......... | os. D
Fore and aft... |... tee E
Thwartships... | «+ tee Fa
And one close abaft the Mizen-mast, fore and aft ore ABC G
Thwartships... |... tee H
EKEINGS to the Bows—To be Of iron........00000lOMZseeeee eet vee [
CPOE. s 000 1% vess ope K
To have one. Ekeing ) .......:.-.. cnccee ERICK 00. | vee L
between the mid- ( ........ Bolts in number... | «ee eee M}
dle deck and one{ ..... crabberspesseMMGHRter.- El ges pes N
AIOVE, .cspersee vagees sagt each to weigh |... sen oO
Partners of the Masts. ite Partners of the Main-mast
brodd.. 4 'T.. BAe F PH.
deep... 17 ee © Q
Partners of the Fore-mast........+++ oveeb1pad.... 41° 3)1'F 2 Ril
déep..s..4.1 21.153 S
Upper sides above the beam .....sssssceeeeseseeee | O 710 62 T}
Two bolts in each end...ccssesseseeeeees ..diameter|O0 1]0 1 U
Mizeén Partigers. ...d.'.0-sage “essssdessss st BCNe ess 4 0 7 a OOF xX
broid =... 4 ok Onl) co Yi
Let down upon the beams ....ssscesecoseeseseseeee | O 14} 0 12 Zz
Fastened with bolts,.....ssessessecsesesesediameter}0 11/0 1 Al
Bowsprit Step or Partners.....cssseseeeeesthick.... | ove BI
broad.... 506 vee C}
CapsTAN STEP—Fore Jear Step..ssscsecsscecesecoesbr0dd... | ase 00 D}
GEE. .00 | 90s os E
Main Jear Step......sesecceses'sseOMGi ... 1°" soe tes Fit
ace eRe pos GI
Two bolts in each end....... vcs doopees ce CMMeter BP are eee H
Plank wrought along the step..... aoe gE s we A eae We I
Main. and fore... ...s000. scesdvteccsstestsasthich.., 0. 7 PO. 9
CapsTAN Partners—Capstans..,.sccseceees cosecss Oroud... | 8 0.3 8-0
Framed with Carlings........sssseseee.--broad... | 1 O| 1 0
dtepese Nia :t Wold
Carlings asunder in the clear.....seseseeees hoesswesa ity 0.80, 0
Let down between the beams........... | 0 1/0 1
Framing bolted with bolts...... seoceeetm diameter} 0 1]0 1
Partners bolted two in ach end......... diameter |0 13/0 14
Iron hoop fitted in the partners...........thick... | 0 01/0 OF
broad... | 074 | OWA
RIDING BITTS.
DG BUTTS. ccdecascenegescenscanscccesegercovonsme sot SQUGTE.. eas oe
Cross-piece. ovcaoubesadnunahaatha coceces SQUATE.» ; ee
To have upper Breadth Riders, the same as the
Breadth Riders on the Gun-deck, to the Mid-
dle-deck beams. See Breadth Riders on the
Gun-deck.
Cartincs—Number of tiers on each side from the Fore-
hatch to the Mizen-mast room.. sonsseccce’ prenree | three
Number of tiers thence forward aa ah. ee two two
Carlings in the hatchways, and at half § broad... | 0 103} 0 10
beams one inch broader.,........... deep..... | 0 84/0 8
D
E
F
G
H
I
K
L
M
N
Q
P.
Q
R
S
cs.
U
x
WY
Z
A
B
Cc
D
E
E
G
H
I
SCANTLINGS OF SHIPS OF EACH CLASS.
Frigates,
— —
GUNS | GUNS
28 24
GUNS | GUNS | GUNS
10 24 16
GUNS | GUNS
18 10
GUNS
12
eee eee
eee
-East India Ships.
TONS
1257
TONS
1000
TONS
818
four | four | four
0 14/0 1410 1
{3 10/1 214 120
liad
coon
— -
“ :
> or ©
he
oon
— .
“ pe
_ _ or ©
die
COU hw
& bh OD & © CO O
oo)
°
Opn
Go
ao
i=)
oO i
Seoeem Behe OoOoOWSooHL Hee
PHODBRNW AK CH OARKACIWOLN
COR eee WHOOWNOOORHE He
BH OCARDNODE KAKA“ CH
COME RK He WRKOONDOOOKDe
KOAOD-oMNoUR OHO
me — CO OT be
See Gun Deck.
Ssh.
2
three
two
three
two ne
0
$i] O.. 810m
6/0 6/0 5
West India Ships.
TONS
544
ft. in| ft. in| ft. in| ft. in| ft. in| ft. nj ft. in.| ft. in| fu. in.| ft. ind ft. in. fe. in.
TONS
440
three
(0 a
110
— _
cocoecerROoOROC COO
woooo°nnwnvoccoceoe o
a
Schooner.
TONS | TONS | TONS TONS
330 | 201 | 133 60
Ft. in| ft .in| ft. in| fe. in| ft. in.
TONS
170
Fotio XXX. TABLE OF THE DIMENSIONS AND
Of Three
Decks. aghtes:
PARTICULARS OF EACH DIMENSION, Decks Gio ee nee
|
GuNs | GuNs | GuNs | GUNS | GUNS | GUNS | GUNS | GUNs | GUNS | GUNS
110 | 98 80 74 64 ee 44 38 36 32
OR SCANTLING.
Mippite Decxk—continued. ft. in. in.| ft. mm.) ft. in. ft. in. 7 in. fe in. ft. in. a. in. in| ft. in. wis in.
ur Beams $ Of fir, abaft the eerie is 0.103] 0:10}... Ay eee “ae
TOOM sosscccvecccvevcaveviees deep.... | 0 8 | 0 ‘7 eee eye =ee abe ose wel ES eete an
broad... } 0 52)0 5 es . ’ wee ve
LEDGES vec scateses se kupveninon pesveset says prag sire ed Mi a1 ob all... : vie
To the hatchways, and to (thick, lowerside| 0 8|0 74) .. ” : vee s
Contes 4 extend the whole lent wpe side......| 0 710 63 : : os é
of ladderways, &c......+. above the deck | 0 10 | 0 10 . ° ‘ . tee tee
HIG AD LEDGES... cccatetesssncbiveses alcasvarcchccp seer EMech welll A) ual) aie f - ods awe “vu
deep. ve i| 1-+ 45) Lee 4 ° . 5 . vee . vee
Or round up more than the beam in their length | 0 3/0 3] . wee see ove * .
Three bolts in each........ ovevecccscers diameter... | 0 03/0 0% . : tee tee os toe
Gratines.—Ledges of fir......... vocscvscssscrerseeD70dd... | 0 310 3) ver ; . oes vee ve *
deep... | 0 SH 0 34 ° : . eee vee * ee
Battens, Of oak......covescssecdescosesOPOGd.se 10 38 '|O 3
thick.... |} 0 030 03
WATERWAYS.cscsceseee AAO Bory BAtoer sasevdeestiCics eo ti. (65 0 1 oF ¢ a : eee iat
Broad (or prisder clear of Saye ates sevsecscsee f] O allt Oat c : . wee ane :
Béanled back. os. cc es-sasupesvcvssgeves sesesserecee | O OF 0 OF tes tee tee tee “o's _ a.
Fiat of the Deck.—To be of Dantzick deal, thick..s..3. 1 0) ‘3 ['0) 3 | see nbs a ae wee ves ves
Except next the waterways. There English
oak plank, number of strakes...scs.cscecesssesee | five | five |Same forward under the galley. ee OT i wl
Two binding strakes on each side, thick.........]0 4]0 4
One strake in midships to pillar on........sesee00. | 0 410 4] os ae aa iw coe dste woe ve
SPIRKETTING on each side, sérakes in number......++ iseeese | Vtwo || Ofwo aes see we ies ae '
Breadth from the waterways to the sills, and
thick lower edge...... | 0 6110 6} oe eee eee ses nee
upper edgethick...... | 0 61/0 6
One bolt in the timber next the butt, and two in
each lower sill... .....ssss00-.se-.diameter...... | 0 OF}'0 “O2| ... ee tee : vee oe eee ee
StuFF between the ports.......... seeedceccorecseethiCkee.... | 0 4210 4 : ‘ : : eee be
ss sided ‘eae 1 19) 1 1 eee ° . eee eee
BREASTHOOK.—Between decks.....secesesrees length... Nieto ty TON .2.. rf: aay ns ua :
Breastwork between decks, bolts in number....... 13 13 oe abe aye Lid a wae
diumeter...... O 13) 0 12] 0. | vse see . on vee . tee
If iron to weigh..... enteaesousesesopoacwecags taltOE. ve ° tee . ie oon see
STaNDARDs.—On each side, in number ........ cotcsheWecsts I” sid) Cpe sae ne ae ind ; was :
Those of wood well grown, and sided.......:..... | 1 O| 0 112
Those of iron to weigh each........4046 cosseatted, 1040) G43 2). Q" 20. aig aie a ‘ ees re ;
Arm next the side long, within’ two inches of
the beams above, and thwartship arm.........) 4 614 3] vee ove oa eee . .
Bolts, in number... ..sseeeeeees oo SIE OTM.eresece. | five | five see cis See : ase a .
thwartship arm......... | four | four | «. ave tee . : : *
Giadmel ef avs ave.cboe tease O 19,0 19) .. ie ee en ee eee eee *
Iron STANDARDsS.—Against the bows, on each side, -
weight Of €aCh. tiv. e.s cd cswecc apna enataas ee | eee soe e ee ‘ .
Bolts; in MUMDE. doce e'veseb sve AN StLC OTM deg secce ote ae ee oe Fs a
thwartship arm.. 2 ‘ { ae oes he
diameter..... veges se : . ove soe
Wood, and iron dandards to be fayed upon
sholes of English oak plank.......thick.........]0 3/0 3
: BED reise stas soot WO 199/90 18 eee eee . eee see eee
Transom.—Under the lights,.......... 100 We iby. OR Yioe te 3 * i
Knee’d at each end, with one iron knee,
WUT Wise ts gsues «Bains santos sarkwenvecaws vanes cot. 2.3 G2 2 G-... ies ? . . es e
Bolts, in number......+4 eight | eight | .. eee on
diameter........ O 12}0 13)... ° : eos .
Pirtars—To have one Pillar under § square, upper end|0 810 7] «. as " ms
€aCh DEAM sc... cce-rerseenees --lowerend|}0 9|90 8 . . ses * eee ee eee
Port Lips—Every Middle-deck port to re fitted with a
substantial lid.
ZEZrA-nO=BuORPE
ZT QemMoONOeeN KK CGH 2 ROHVO
a lag AN aig yh Nea
NKKOA we
ZZrR-DOSHUOee
QUAUOREN KK C4 ® ROWS
alain
OF
i
SCANTLINGS OF SHIPS OF EACH CLASS.
at. ee ax pa eet: Pa
i) eds) 3) 80 O ke
Frigates. Sis S| 62 ms = = =
a lar |Sr(a- 7 oO] SO
GUNS | GUNS |} GUNS GUNS” GUNS GUNS | GUNS | GUNS | TONS
28 24 18 10 12 10 94 16 1257
ft. in| ft. in| ft. in| ft. in.| ft. in.| ft. in.| ft. in| ft. inJ ft. in.
eee eee tee eee eee eee eee eee 0 9
e008 ° see eee ae eee 0 5
ee eee ee ee e 0 5
ad eer . 0 4
eee . ee ee 0-7
eee ee oe 0 6
ae oe ae . 0 9
eee ve ee eee 0 6
fee oes tee . owe see 1 2
ce eee oe . . . 0 2
ee eee eee eee 0 03
eee eee ° Os
: : Hatches ;
a oO a es “a 0 3
eee eee . wee oe ee 0 4
eee ee eee . . 0 11
oy) RE Coe # sip 0 Of
een ee eee . . eee . . 0 3
eee eee eee . ° oe . four
. eee eos see 0 4
“ ee tee . two
eee eee . . ee eee eee °. e 0 4
eee ee a ee e eee een 0 4
. ee ee ee eee eee ee 0 02
se eee ee . ee eee . 0 5
2 ee . eee ee ee 1 1
ee ee ene ee ee V7 0
eee ere oe oe 13
oe * ee . . ° 0 1+
ee a . eee +e eee 820
eee oe . oe ’ ee tee . jive
ee ves . : ee . 300
. eee . ee tee oe eee Aar3
a ee oe . ae . . four
vee : “ F . four
ee . . . ¢) 1z
aye sy oe . ove . 33 14
r i - i a . | four
oe . . . ee ee . three
eee oe . . eee ee . 0 1z
ete * eee . ee oe eee 0 7
ef eee © eee eee 1 0)
or eve . seven
"Sa ms sd 0 it
eee se ee oe eee 0 6
eee eee ere oe (0) 7
East India Ships.
TONS | TONS
1000 | 818
Ft. wa ft. in.
0 9/0 9
@ 5] 0,.5
0 5};0 4
0 4]/0 32
Onc. hae 7,
0246 | G26
0.,.9 |. 09
Ow'6 | OG
bed: F182
0 2] One
0 OZ] 0 02
O Sf Ones
0 310 32
0 0 4
0 LD Ort
0 ox 0 03
OFS | ONS
four | three
0 4);0 4
two two
0 4].0 4
0 4)0 4
0 0Z}0 02
0:23.) OVS
je Wa te a
7 0 -116"%0
13 | eleven
0 1110 1
8 10} 8 00
jive | five
23 0/2 1 10
4 3|)4 2
Sour \ four
four | four
0 1110 12
3¥3 0] 32200
Jour | four
three | three
0 110 12
0 710 6!
I 0 0.11
West India Ships. “4
TONS
544
Sloop.
bb
>
£Q
Pa
Schooner.
TONS | TONS | TONS
440 330 201 133
in.| fte in.| ft. in.| ft. in.| ft. in.| ft. in.
TONS | TONS
170 60
TONS
SOON oD & & lr cw
SCOoOSCOH COC OCC COs
te
Fot1o XXXII. TABLE OF THE DIMENSIONS AND
SE es Of Two Decks. Frigates.
PARTICULARS OF EACH DIMENSION,
GUNS | GUNS
98 80
OR SCANTLING.
GUNS | GUNS | GUNS | GUNS
50 38
GUNS
Mipp._e Deck—continued.
English oak linings......cccccssecsseseeeesothick
Stops of the ports not less than......sssseseeeeee
ScuTTLes in the Ports, and hanging of ditto similar to
Lower-gun Deck, which see.
Ports AFT. See STERN.
ScuttLes—To have a scuttle in the clear..............deep
Between each port under the clamps, fore and aft
Iron Work—To each port ring bolts........0++++ in number
Eyebolts. soc, seeccsecossceess vob cvdece$? UMDET 05
The said bolts...<......0. oe cccdeceseeseoo@tOMeLerae
Diameter of the rings in clear
of the eyes in clear
Muzzle-lashing eyebolts, over each port two
diameter
Eyes in the clear
Training eyebolts, one between every port,
diameter
Eyes in the clear
Ringbolt abreast each port.......+e+ ++» diameter
In the deck......4. sass spaneakt ...-ring in the clear
Tricing eyebolts in the beams.........++. diameter
Eyes in the clear
number
Evebolts* one on each side in (......... diameter
y
Sar Qiaga
every other beam, abaft the
foremast in the side....... eyes in the clear
Eyebolts in the clamps for lashing up Bf number...
OATS, KCrseecsecerececsovcssecsserers diameter
Eyes in the clear
Stopper Bolts (see Gun Deck)........+.+.diameter
Rings in the clear
GALLEY—Cants....cscccssscccoreveveeesasunder in the clear
deep
Covered with lead to the foot square.........lbs.
BuLKHEAD—Deal.......00-e00- as tnss ep felipe dees tanenedbgtheCle
GENK MG AVAOVOAZZR OA
Stantions Of Oaks. s..0i'eclasstcccssctaccesesseuSQuare
ScUPPERS——On €ach SId€...cdscacceresdeds< decrees eee number
diameter in the clear
Snot Racks, Hammock Racks, and Tricing Battens, as
Gun Deck.
UPPER DECK.
Uprer Deck Cramps.
Strakes.....00. eagdevococstsobiedpe ghee eeeedm number
"THICK... sccctecceccocccovcssedsncnmee KACUDDEr Cage
lower edge
Scarphs....sccccsesseeee seceoncneesscccecececes .-long
Bolted at the lips with one bolt..........diameter
Upper strake..... ccccccccccceccccsseoccess DFOAd
EM ed a he es -broad
PORE CLOG Toa dckicsscscssetobues sree ese aa .sided |} 1 1311 1) 1 OF 1: O81
(Or as shee as can be gotten)... afeeadess ‘length 19 6119 O18 O17 O 116
Bolts.. secececevevcesccesccvscecsecseeenumber | fifteen | fifteen | thirteen
~ dncader
Ekeings to Deck-hook......,.....++.deep or sided
Bliss ccenscstusoesvescssovacspoceaaden des RUMP ss «
diameter..
BEAMS=—=T0 FOUN UP .. coocooscccserecesvocopeccccees
0 14/0 13]0 13/0 1310
1 7D)4 0. 11 (1-010
seven | seven | sia Six
Oo 14,0 180 14/0 140
lo owt
o s{o 7{0 710 7|x
* Hooks and cleats in the sides of the beams, for hauling
o
| eee ‘s é SCANTLINGS OF SHIPS OF EACH CLASS.
| || S . 1. @ S a ¢ tn 2.
| | HE|-rs] = East India Ships. | West India Ships. | % 8 = 8
: a [Fo] o a ake
TONS | TONS | TONS | TONS | TONS | TONS | TONS | TONS
818 544 440 330 201 133 170 60
GUNS | GUNS | GUNS |} TONS. | TONS
24 16 1257 | 1000
t ft. in| ft. in] ft. in| ft. in.) ft. in.) ft. in| ft. in] ft. in.) ft. iniJt in.| ft. in.| ft, in,
aS poe Oe Set tOe LA ae ol
swat coe 1.0, 22110 92110 SF
|
|. eee edd OS oS Ore it. 0 5
| }D ies ae soe |-0 59 10 9} O29), .. 0 9
WE ae 2 eee two two two cow two
| le is ae A two | two | two von | EMO
“Ic el hee Gy tan, 14110, "itl | 0
mm is ° At . 0 43}0 43/0 42 Poca i Sea’
I ase me al ase ih, Sa] ( 05° Settee 2 0 12
AK} ess at : 0 13] 0°14) 0 712
i. L é ye . 0 2310 23/0 22
i 4 fof sd : O° 13,0 14,0 14)" .5.°1 0.1
TN ver. Motley . 0, 2110 92 LO.'e 0 13
Ho : 4: TO Lue eae 0 02
HP nee x ie 1508 10 1a OCS et eee
We Mertens epee 0 210 12d tar 2.2 OO
UR ae ta 0 23/0 23/0 9... | 0 @
: q Ss : 3 s+» |twenty|twenty|twenty) . sixteen
1 att Os rete 10 ca TET e ccs LUD
| a
yu 44 ea woe 10, 92110 QE.0 2377.3 1 0 2
yx see vee soe | twenty| twenty |twenty| ... |twenty
ine Pe lines. | Fic FAO. Leena 30." OMI
Z Oita Liles RT aEO. SEOL eT St 0
HA ssw h Tenciel bases, Lilkpe feleOs 1aliO it
7B oe ve .- | 0 63] 0 61) 0 6
eee eee eee Ose 0. 2.110°" 2
Pirin nd 010/010] 0 10
fas deep| 0 83/0 84/0 8}
. ye ce six sia six
oer eee 0 410° 4;0 4
0 one one one two two two two two two two two one one
5110 3310 4/0 380 4/0 4/0 4}0 4/0 4/0 330 3]/0 3]0 3}0%3
4/0 230 3/0 3/0 4/0 4/0 470 °4/0 4/0 33:0 3/0 3/0 3}0 3
O1?AGa ec On O14. OLA Os Aer S' ST SCo re 0 Le401 2 912.9 le 6
que a * 0 02/0 03} 0 03}0 03/0 0:
| Bea Wad fe spe Ea
C1 Mima haeg | 1.4 DENIS Pas bio Lo MA
0,7.) 0.8} 0. 72 11.0)1. O}}b.07011 1} 010F0 910 820 8/0 BO 7
11 Ojll G6fr1 O16 0 |16 O16 O14 GI13 GHI2 G6 ]i2 611 6 H12 0] 9 -6
nine | nine | nine |thirteen|thirteen| eleven | eleven| nine | nine | nine | nine | seven | seven
330 1/0 1/0 1/0 1310 14:0 18/0 180 1]0 1/0 1/0 Of 0 OZ oO 08
see vee foes} nau LO Ir oy Sw 7
oe th ph a. --» | five | five | five | four | four
SL oe di ee bes de eo” 1H oO Ey
110 610 610 6|0 630 630 6410 9|90 910 8/0 7{0 7)0 530 636 510 7] 0 6
up and belaying the ports, as to the Gun Deck.
FoLio XXXII.
TABLE OF THE DIMENSIONS AND
PARTICULARS OF EACH DIMENSION, pei Of Two Decks.
OR SCANTLING. ae : ae
GUNS | GUNS | GuUNs | GUNS GUNS
100 98 80 74 50
Upper Deck— continued. ft. in.) ft. in.| ft. in. ft. in.| ft. in.| ft. in.
gt) eae edincevscccsbeccvccscssssescscsvethice P10 3110 310 3:10 °S 10 "S 3
Height from the upperside of the plank (afore | 6 10 | 6 8 | 6 10) 6 Lo 7
to the upperside of the qatendeck}
beam in midshipe | Jited. «vce0s abies ove abaft| 7 1|}611)7 0/7 0}6 8 2
Height from the upper side of the plank ( afore | « . eee ene eee
to the upperside of the Roundhouse
beam in midships.....s..sseeseee abaft | ++ one a : eee
Height from the upperside of ‘the plank afore}6 716 6|6 716 7/16 5 3
to the upper side of the forecastle
beam in midships......... Stavtwesshvcosst( MADOPES 10.5720 te PO IO ota) 10 tales cm :
Depth of the waist from the upperside of the
plank at the lowest place........e0e0 pov Seen .|6 8/6 8/610/6 9|6°0 9
Height fromthe upper edgeof the rab- inves ee tee ve tee
bet of the keel to the upperside i} mitiehio eee tee tee ‘ tee
the beam in the middle line........ ( abaft... “ tee ree te tee
“Fatt. — Length of the fall or rise in some vessels, afore
the after perpendicular........saseeees te . . eee val ope
Length abaft the foremost perpendicular for.
PAMEN TOT WOEG 204s ous vec-cetns csnddeucenabehccme ct tee tee . tee .
Depth of the fall o ORT ISE cis dots pac oe busese cuss basse eee vee ‘ *
Flatof the fall ncrissessessbaes ne oak PE sovsppn|f y > Sac see ves tee vee
Height from the plank to the port sills........... | 1 11 | 1 11]2 0)2 0 9
EDOM thie dalle... enes>e dompceuaa feseet sis hasty aig eee tee tee te tee
PORTScoe scgccehsocevccdcccvesevpecanseQQlp ssoctessccovcheocss | 2 9 [fe S12 10:12 8 2°7
fore and aft......0.00+. | 3 0} 210)3 0/2 10 2 8
Distance from each other.. J.00. sectescovescececes |'o, 18 3418 0) 81 8 3
JUINDET oatcc sce caciessoans,| 402 32 32 30 24
number on the fall:.... o . eee * eee
Foreside of the foremost port, abaft the fore-
most perpendicular ...ceccsesseseeees os Waka cardia dex “Cn eda Ges kta 12 6
Aftside of the after port, afore the after per-
PENCIcUlaL ,. cession ccecasheacdverterceseuckeuena tit Leia. tegen domo 7 6
SELES Taeren waach ens soc .. Lower sills, dee ERG ae ON7 110% 10 2:10 65 0 6
Upper sills, .deep....isosoe¥esesasvent (0, -6,0,1010 61710 52 a)
GAME Hy oi sashutes inode sanpssameeevensMMed apn acest Jocpaneash| oh, Jatt OR Twa. Se 1 0%
mMOULdEd Sy. .0vssapneness)| ty 0. (0 TTA Th. Aud ke 0 11
NUMBCD sin sits iee ch 13h abiOo 32 |. 30 | 28 25
or asunder about ...... see “ .
Beam next the fore and main mast, sided.,..... tee ° tee ‘ te
Beams of the fall or rise, sided...... PAPA ere a eee
moulded i.0'sccecces Bc ty: a tee
RUMDET ioc ocusne menace tee eee tee one tee
Bolts in the scarphs, number in each...scseocoeeee | mine | mine | eight | eight eight
square iron, diameter..s.scsececcoeeee | 9 19,9 19,0 110 1 ol
+ Deep. or Sided, 15jiaccae obspeonasdecsssepsbensacnlt Chet Riaen Sea ieo anal tea» 0.10
ial iio dccidoa middle (or broader)... foaersyoohiassenh (ast Eke ee Ol ee. L e
St the Mus: Nitin owaas ds ders ws shegaee hl in OM ten Al ep ted atl 0 10
Scored on and bolted through Bah counter
timber: bolt’s diameter. .cecscccseccceccecsece «. |0 14,0 19,0 1/0. 1 pt
Knee’d at each end witha sided...» (10 -9,|10, 810 810 OF
knee to cast before the
second beam from aft ( thwartshiparm,long|4 9|4 9|4 7|4 6 4, 2
Bolts, number in fore and aft arm...... ceceveceae | five. | five 4 five ve Sour
number in thwartship arm eseceseseoseeeee | four | four four | four three
Figmeter, +s-cascdoepsovvanseprenl OMeenl Pit al LL ! 0 1
. If ifon, to weigh abouts..ccdecpacvecsesectacds cwt, | 3:0 01}23 9) we nee
Fitiines abaft the transoms, of oak, deep........|9 9}0 9/0 8/0 8 ee
KNnEES.—The beams to be knee’d ) hanging knees, sided | 0 9|0 83)0 9/0 9 0 8
at each end with hang- > ©
ing and | lodging a sae arm, long... 5 615 6|5 6|5 6 5
” ye
>
Frigates.
“GUNS GUNS
44 36—
ft in| ft. in. - in.
Or3 [Oso 7h ws
6 6 } Oana
6 10/6 8|6 7
fo»)
“oOor Ooow
GUNS
32
uth.
3
4
ie
a ES Oe
—— ll Fee
Se eee EN ee es
SCANTLINGS OF SHIPS OF EACH CLASS.
Qa § re = wa) 8} & 1k be ; = g
; 3S 4 v SC @ oo vY vo 4 dy * - ° . a
Frigates. 8E|.§81 62] os ‘f £/ = East India Ships. West India Ships. $ 8
— ee ty = 7
Mel er| arpa | Pol o a | 3
TONS | TONS | TONS
133 | 170 60
GUNS | GUNS | GUNS | GUNs | GUNS | GUNS] TONS | TONS | TONS | TONS | TONS | TONS | TONS
18 10 12 10 24 16 1257 | 1000 | 818 544 | 440 330 201
ove | 5 10
sy 1D 'S
io 44 1S 6H 4 8H A 1 SROd, S101 ee Os) ar eGulsOredse]9s) (Oar 3400 \40n89O4N0.-3: 10 5
16 8 reMhO. OIG Ole ORTA 5 Sine are ‘ [Qonde4 Ol) ST 2 Hi
15 29 eo. 113 9 112 6 |14 6 }12. 9 . 2 hoe evtb2.ai0, sO, O- tO exBa ll Or.G
16 8 i. (14 O}16 1/19 214 3 ° wee 4 . secu [hoe oto OL e0 2O alse
rise | rise
23 .6'|37 0 20 3
3 6 0 SO
es ie 3 ‘ 2 184 2 10.) 2.8 ve wae ly Ohio, tO" | 0.8
es Hx. i 0.. 23 Pes. O-31 0434008 bo! 210 3}0 2
Meet des 2 les OFF Le lOU Lee OH 15.9,) 1).6) b. 44 ees ee vee Lp5Ou) Lee
vee 3 it 4
feet OF 2. OF 1... 53) 9.1) 1.109. 2). 08 2.284 Ba Or) SekO5) 2...0.)32..10.).,0-, 82.1.9
| Seow ).048 2..49 2./0412,,1492..092..512..57 2 c4u0104 | 2-419. 3172 Of 1-10
: 6113}7 81/9 0/8 4/5 916 7/8 3|8 0/8 3]7 61/6 0]7 6|]8 3/6 0
J
>
£
3
6,611 9/3 9/9 0/7 :0]9 0 jal 9 j22 0 22 0/14 6]31 3)};6 4)9 o}12 9
‘ abaft it ubaft it
Die. | 2S ie WO tt OF 610 114' 8 113 -6.I3eane 612..31,8 31/5 610.4
Comer 2A 56S hh 10404.) 0,40). 006.4906 | 0. 6chO>6 | OS) Oniky OF 4) 0° 4
0.7470 310.4) 0534003 10 3 Ors POS |O 5]0 540.4103
010;0 82}1 0;0 91 011)010]014102/010}0 9}0 9/0 83/0 9/0 8|0 8)0 820 7
p 0 8)}0 63:1 0/0 7/0 8/0 8/0 830 8/0 710 71/0 60 7/0 6/0 6/0 7/0 5
3: SL oe
+a ver fe ea aA ae r at Be QN10 |.0.-9
ont cee a. MODE, e oak fh ho. oF oO 9. )'0..8250 ms wae re O57.) Oa
i PoeO’ J88iae..8 est iO Fal O° 7 4: One Gls O36 ra eet O° 6.) Ooms
; oad sede ucifour nS... yy we» | jive | five | four | four nee - ten | seven
six See Sia PP: Eee we | eight | eight | eight | seven | seven SL
; 0 03] ... | 0 03 wee | see | © 02] 0 02] 0 OF 0. 03] 0 03] 0 02
D 17 {40. 46 ar 0 1640.69 0 6KO 8z| 0 410° 8] 0.72} 0.7] 0 620 6/0 6};0 6/0 52
0 910 9 DONO 90-4 Do OYA) Oni dy 0.4 1) SOK RO 1D 0 105).0, LOe O289! | KQue 7.0 8. O68
: D 2741°0: 40 O FRONT 7 FD WE] O12) | ONTOAO 9, 0°59) O88 0. .7 6};.0 6|0 53
‘ 3 7/3 6| .. [3 6/3 6/3 6/4 9|/4 9]4 9]4 6/4 4/4 3}4 0].4 0
| four | three} ... | three | three | three | five | five | five | four | four |. four | four | four
: three | three ... | three | three | three | three | three | three | three | three | three | three | three
0 02
re a
0 07,0 03} ... | 0 030 O30. 0310 1310 1210 110 1] 0 02] 0 02) 0 03
rie | Sabai! | RR iets vee | cee | 22 0] 2 2 O2 1 141 @ 14) 1 2 0] 11 O10 14
ie
ve |
a 110 710 640 5/0 770 5320 630 530 810 8]0 7310 630 6/0 53/0 5
4 614.014 0/3 913 9]3 9)4 6|4 014 0/4 0/4 0/3 9]3 7
:
|
| . , I—TAB,
Fotio XXXII. TABLE OF THE DIMENSIONS AND
Of Three
PARTICULARS OF EACH DIMENSION, Decks.
Of Two Decks. Frigates.
OR SCANTLING. GUNS | GUNS GUNS | GUNS GUNS | GUNS | GUNS | GUNS
110 98 74 64 44 38 36 32
Uprer Deck—continued. . In| ft..in.| ft. in.| ft. in.| ft. in.| ft.
Thwartship arm, long 3 9|3 9
Number of bolts in the Hanging arm........++6 ; five | five five | five | five
Thwartship arm......+6. | fi So y four | four | , four | four | four
bolt’s diameter o 14,0 1% 14}0 12/0 12/0 13)D
Tron Hanging Knees to weigh about ¢ 2114210/210200]E
° Stolecocce dh slvccrtsctccwcten's SUEStQCE
Ladony Knees { ceeceeeseesthwartships arm, long
Fore and aft arm length sufficient for bolts at least 4 : four | four | fe four | four | four
diameter 14/0 1§ 0 13,}0 13/0 13/0
Iron Lodging Knees, to weigh about.........cwt.
Hatcuways—To be over those on the Lower-deck, viz.
the Main, Fore, and After Haichways, and to
be of the same dimensions.
LADDERWAYS— 0.063.) .0ccceees coon cagecseccsepeccssesacccwens
fore and aft
thwartships
Foreside abaft the centre of the Fore-mast ...... |[“oftfoom afore the Main, an¢
COMPANION. cesccccecceccscsoccesccccscceseccesfOre and aft
thwartships |
Foreside abaft the centre of the Main-mast....
Hatcnes and Hatcuways ? Main hatch.....,fore and aft
of small ships.. § ...ssesceeee-seeee-dhwartships
Aftside afore the centre of the Main-mast........
FORE HATCHWAY.oecceescseceececcscvevecsseesfore and aft
thwartships
Foreside of it abaft the centre of the Fore-mast..
AFTER HATCHWAY ..csccncesvescvscecevcccvcevees fOre and aft
thwartships
Foreside of it, abaft the aftside of Main Hatch..
Tor Ripers—Number on each side.sscrosesseerevssvcscees
sided...
moulded
In length from the underside of the Gunwale in midships, and underside of the Quarter-deck and Forecastle beams, forward
in frigates. ‘To stand as diagonally as possible, and to have two bolts through the beams they face on.
Bolted with bolts ....sssseseeevecseceeessdm number 11 | nine | ni nine”
diameter 14) 0
PartTNERs —Mainmast Dastnbre.:.1. 4h Sheek bee
(trteesceeneeseeeescescesaeeeseall€ep
And fitted with | Asunder in the clear............
cross-chocks, | Uppersides above the beam....
&c. as those < Fore-mast Partners..... «+» broad
ON the Gun~ |. cccccvccccerecseecconcsiev ses GEC xg
MELE. .cs.cse0 Asunder i instheclearssys i. us ae3
Uppersides above the beam....
Two bolts in each end .......0..00+0008++ediumeter
Mizen-mast Partners ...0. sescocsssreoessethiCk...
broad...
Scored down upon the beams and ledges........
Fastened with bolts .....ssseceseseeseveoees number
diameter
Srep of the Bowsprir—To be of two pieces...... square...
Run up to make topsail sheet bitts—asunder in
the leah 150 Jieseenents viele se weeke a dea piobwine sablcep
Chocks to be thick
Laps of the chocks thick on the foreside |
Bolted by bolts....ssssseeesoessvcsseeessod number |
diameter
STEP for the CAPSTAN—..secsseccesceersesccceecees OMOGU. +06
deep sss
Upperside above the deck........ wesevevecs ene |
Suwrp
o
SCOMMwWoSa
ab)
ri
Bor Goo
OQ
to Oo
Or ob 00
to
He iB oO
=
WB CWwWDp WO
eet
« Oo co
So wOw*
ns
+i
Salen
nin
NIK VIS
NIK vl
SOWNONN OH
=
or DOWN OK ON
—_—
Or DOWN OO UD
col
Col
Nie Ow
© ore SEN OOO & &
—
mH OCH 10 te OO ®
ovrocoRer kK ORK KO
HOOK DHE LPWOWDEOS
t©
tle Hed
pie
£
BMOQ3SHOOW PNHKCHAROVOZZRA™- EH OQUMOOPENKKCHeROVOZEM
Rie
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>
oo —
09°
>
~~ —
OS
>
~
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>
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S
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03
SToNbBOCORH DH YOWAE
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piv
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SCI SCUSSOCwWHKORHH SO
SCRORSSTOHWOHHOWHRHOSO
C8 CROC OWRPHOWHHO
STFookRSCOCOH ORD
SClk ORCC OWFR KH OWFFH OS
OR
=
—
coy
os
=
S32 CK CTOR KK OOH
So
aOR ca
ola
ee eS
bre-
ome
eto D
SCANTLINGS OF SHIPS OF EACH CLASS.
a sO eS SO GPO 4 Oo O Owe =
‘doyg 128]. S88 8 F =
& Rasso oar*o Din <2 Oo
= = oe = z
c oO = DS & §-o O66 O Soe oS |
“Sug 6 ft & S'S 8 ~
oe. peewee cao an e
| 2 lsSagee aS pes Ona 6
‘guooyog) Z| ORS s z
e=|xasze OoOmMmBo ~n HD ay
eee Saieengi SS ae ae oO
: -! o
lo [Sav etotogto Ooxao c
‘pypeg | Zo a s 6
) : 5S x ro)
eTieaSS 6 “onto an =
tae ~ ~ Oo ~ oO ~
Q No < Kjc No b=
- Pelee esor eo Fos eS om
Os Oot 2 oe = Re fees) ; eet na
3 ie CR i BO Moree) D
nA Be =) =) iro}
- Nico No <t p=
3 BPol/SORg eoCcoOnVvoes 23 et =
¢ 5-1 Bee Beas s.7 Ss o)
3 BS le&mBRS oT omSol “s
7 ~ a a Se ee eS
: =
o D S$. Saas i ees Spinney, 4
= SriGcesasacekh ta “es =
BIS BER OS HRS 3
“ _—
: le Hilo SH a J
n SO, SHO i St a nooo D
o Gat ee 32 : = : ag
for Cans s a eS sae . = (ss] ° rs)
| B RARSo] 886.5 most ks
a 7 a a ge
mn s mio Sh 20 ®
As) 2eiS" 237 = Bad oe ooo Pt: ”
9 hg = ; oc | . Os mm oo. Ss — ete ae Aras
oe Poh eee OT Me Oe app ~
~ ° rijoo St H\ =
a 2h iSO. Sam .& Bao woD ae av,
[zx] 2 se [ae = ete 3)
o a gs , = be Pinner Ss v
ao aS Oo aso att =
: ny col al vad 5
. ol. :
2 |8a825 noes > QOD no ao too 3
Te) iS oS Se 6 : oS
eo“ lgasso onmSo At Qe ant tet asa =
3 lt ols =
‘pHND |2y|Soxxss .omed, DO OSS HO OO WSS OS, a
-311 pei. 5.5 4 S * sian Ber ge * Sea Ba
Hd B"|em88o omSo At qe Gotonnoe 5
eee Se i ee eee — =
4 My It ont
oul} 12. SALYS woes , Qo LOST SOaSNSCHOOOY =
umig |e]. 2.5 : = : SS o
. o Sassyo om Ro st GE = 6 19 Ht GI st too tS a
SS Se SS.
. =~ es b=
[9Sso 4 2a |tosg 3m Peet a A Saoavanoogn, Sears, 4Ops 4a o
= ore e ae s b= bs nies . *) . . it
SMO: 1S jReMASo onmSo lst coo st Ost Hm =
ee —————————oTS
= n s ent ri elt =
ise ZolE%e 3S Foss, pe Ts ett eee ee ee ree ae &
pond . Sa Py . le See | ee LC We
YSOUUIT 1h ey Jgatso omsSo tS reD Ste 4
| un > enema er a ee ae A SE a Sn, —
“Ie AA JO ZalP* ys E-Soagao Mag oar 28: eety: Caen’ at a
col . 3} nN a) re Sr ° $i, fie 6, Mee er un
dog | jemRio™omBo rt ee
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v Pil os SS 6 - eae Pa kc. cee
& "lem S8o on Bo” ston an "ost coos
3 SSE i Be rete Se ee <
9) ; a) io SF ria
y= Ce lEOsErorage- Oe 6D Sate ei ee ee cos
ot foc) | 2° SS Lan) = a - 40 a ae eet) Pe) Lae}
i) Rosso lonto +m ine coos
teoUAweOT UM HAZONCH HDHD KHNAMOQDEO
noo.
—
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NS
SCOtHHOKR AMS
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Lome
SCcnoconoo o =CoNCHHO
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re —
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molt rs) ilo
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2 SES is © SE SR SS NOM EONTO
SCoN89CCONCOCeASOHOo acoomwoaxno
Nico uo
SCHSotMCHMm+OMoSO
_ —= _— eo
4
SCOoONCTOMNOCCOONO
Hijo
i
SOSHMHOSHOMOS:AS., OO
= Lae as Soon) 3 = phe Les eee
Ss . a te te ee
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' rac ool
S=AMNOARMMOHOCO ed
Lee} — SS
a)
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mist mist
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else ot
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colt
a Nh ae 5 w COM LT OoOnNnmyo
= wees or ee Ae seg : 3
© ne? eG! Sew. ee ee eet ee >)
Coon ° ° =oowQOr AO
Leal to mit ealst
CO i a i RE a (Sh ARS = ye tts hn
=con “Coa ’o oO sooKOR HO
molt eolct
Ono LOOK oO ~~ DOM LOAM O
= : ete stg Mn Saks 3
. ° nant ame 6 16 S
oe Si corm (=) oO s=ooKonnd
oolt hb mist
=SSCOHOHASCSCOSOH OCS? LOR Nomi oconteo
oe oe son oe ee ~} 3
orm aie
SCONDTOOHOOCOMONOO
ria olt ria woo Id hs
COS LONS (OMROKLOR cunaed 7
= wt . ~j .
° A= =
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ealst ols
oft
~moeovotone &
+0 4 > oa as
Ss e~
SCOoONDCONOCOCOgNgOKRD SO NnooRKoneHo
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mist
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. . . . . .
FOnnMmOoOHnOoNcCOOHO SO
MHMAAAZORCMRED KEN BOONROTL
ve « : ee — ings
Fotio XXXIV. TABLE OF THE DIMENSIONS AND
Of Three :
PARTICULARS OF EACH DIMENSION, Decks. Caded Bett foes,
OR SCANTLING.
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS
110 98 80 74 64 50 44 38 36 32
Uprer Deck—continued. Jt. in. ft. in. ft. in.| ft. in. ft. in.| ft. in| ft. in.| ft. in.| ft. in.| ft. in.
Laps to extend to the further sides of the beams,
and to have two bolts through each lap,
diameter ..vee
Pieces of oak let down on eachsideof thestep, thick
CapsTAN-ParTNERS.—Main and fore........thick sescevees
broadschss cose
_Framed with carlings.........+0.+..broad.
GEEP Waasvecsde
Carlings asunder in the clear.....seseccseceesevees
Let down between the beams.......ssececescceces
Framing bolted with bolts,.........i diameter...
Partners bolted, two in each end, in diameter...
Iron hoop fitted in the partners.....brodd......00.
thick cc dec'ves
RIDING BITTS.0. sees ggeescescsscscsscseccssencceccesesseeacescs
Main, JEER, and Topsait SHEET Bitts, square, from { 1 1 12
din
eS ee
—aes a
opoorordoon
NIA DIK
OPROOF OR CON”
—
OPRCOFOCOOD’
ON ON
CON ON
ON Oy
ON ON
ecooooMwoono,
eooooonroonec,
OF OOF OCOND
dim
oo°n°o 0 oo .o 1
Dl-
eee ee
See Gun Deck.
1 OCF 2 Oa
view
nie
—_—
o
con
Oo
the lower side of upper deck beam, to above
the deck ¢.....cecscosccsrssveccccessees veeenses
Heads above the deck or tenons into the quar-
tersdeck beams...cc.cccsssccegacesesassvsscescos
Heads tenon into the quarter deck beams, and
score on the beams below........ ainsidavn a cision 0
Heels to step on the lower or middle deck beam,
and two bolts through each beam, diameter... 0
Cheek blocks on the outsides ......thick...ssseses x 0
SHEAVES. coccocessccees veevccecescccre AlAMELersevecs 10 0
0
0
2.9;2 9 pe Ha |
is)
Jeers and topsail sheets aves segeheChs saat ninee | 3
Clew-garnets, &C.....+6. died Mates NCH Gao Caen 0 13 1 i 13
The jeer and topsail sheet bitts should spread equally from the middle line, that their outsides with the centre
Cross-PiEcEs to the jeer and topsail sheet bitts, to be
broad, moses 0 10
deep isistestass 0); 83
Upperside above the deck....ss.00 srosseccerseree
Scored on, and faced upon the bitts ........6.008.
Ends without the bitts ........+6 :
Bolted at each end to the bitts, with two bolts,
diameter...... | 0
GALLOWS CROSS-PIECE soscosceccscsssceccscscseccesersSidedee, | O
1
3
[7mo0QRD PNKKGH fF FP OD VOAZMPA "TOBwOASS
(*,.* These are only used in the navy deep...
when the quarter deck is short of the long... {1
topsail sheet bitts.) upperside above the deck | 7 0 |. 7
Gallows Bitts and Cross Piece to be fitted in the fore hatchway, as those a cantling and height for the
Cartincs.—Number of tiers on each side from the fore
hatch to the mizen mast room.......++.. eeeenas three three three | three
Thence forward and aft......nwmber of tiers...... ) ) ; two two | two
The carlings....cccssecsseeeesdroad dees 0 7210 72
GED iss cee cothadhtocd 0 610 62
** Carlings in the hatchways, and for half beams,
to be 3 of an inch broader, and one inch deeper.
Half beams of fir abaft the mizen § broad......
IMASt TOOM seeeseseeceresceceneveecs ;
1
0
4
9
0
0
0
1
10
6
b
‘DPYOZ ZORA-RA
nin
Nie
RIK
LEDGES..cccnsccasccvesscece
To thehatchways, andto ) thick underside...
CoaMINGs
vie
Rls
iY Ply Vie
extendthe wholelength > thick upperside....
of ladderways, &c..... ) stand above the deck
Bolted; two bolts in a beam, diameter......
Scored down between the beams.......ceseeseseee
ple Pie
ihe
pile
\
Ke ON BOW & DO
pie
PENX KCK a
S99000000C00
KH CHOODOSCRBENO
COrFCCOOSCO
KH OWMNOWEROAO
SOF oo o.C CO
KH DwWEQwWEAO
CcOoHKcOoCCCO
ocrocoooco
CANTLINGS OF SHIPS OF EACH CLASS.
S
ft. in| ft. in.
ela wie eit
Oo .6o oO
omit
oO an
oqooocre0090
ra ee Ee -. a E
i) molt elt rio NO eit mit mt mle mel mit at Kies
6 ‘ 3S _ Oo ha oS ote #4 oD QaMNaA hia es c maint Ooo oO
: : ~
o oO oO ooooo oot oO es cCcoomw - os Saoonco
$ Ni No olst RIA Ho loo olt KIA Ic re mid Ny
@ ats oS nw =) oO onNnoro Ostanagn SOoOgVo s See aoa ttosoS
*“IQUOOYIS 60 ¥ b = 8
So flee oS ~ S Saco Bo. oo oro SOHOH CDOC Hx (ess Mes, ocoocoonco
vo : PPR ee EE a Se ee Ee a
: elt Act ho ele colt Hit It rca Hid 1a wit
prez |es!5 ~~ Ox St te Lloret o otonnm COotn g ont a oOintaos
of . [=| ro ~~]
JES le ° cies a jo Song og Son OH CoOCHn a ee SocoHOO
: 00 colt enlce Md eed Hict t+ colt eoick Hea Hie i a
F Sis {te =O Loa 4a os Oh muons COSCO Foe t+aoum nad
rS of . nN i SS
A £8 [at oon oO ro oO oa) (= (=p) coonmon ooo nl ape So o1S16 CIS
wn 5 moo tic TORE Hi mE colt mit emict mcd eich BN
ot 25 Is = Oo p=) Ley a om nfN ar manta st ona oO pe woe PHO hnlg:corcs,
ow | + oom ° - 6
so Ore : : : :
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— =
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© Z| 5 moO st a) isp) m4 SoM ON monn©o ownwnontna we Os emMoOwMoO
Ort te 277 > 3
= peg | ie oon i) ° o S-OsOrore oonmor oonow Sceeeaqa0o0oco
| « s ne Nie Hie rie eo ma Fle Ria okt alo No ate
s zo |S an ok NOIRE OF ON AIO Ort 1 4 No) = omMOoae DODAWL ee a Ototnons-a
a Ort. ses = ey et S : :
= [2m fas OXO1O*S IOS SIO 1O °o ao) ooooe 6 maonoe- ° SeOtoto Oooo So
nm 2 Ko No IA elt No Hct tact ra hoo Aid Rid lt
3 z3|5 oe SOE OF CO OO: Osh OF et © om om Oona AOnanrnr Sia. std is — f oOortaotnonor
om wad ep — rm \ Lom! e es ° ours
ne ) oo . oe .6.. @ ° ; p, ‘ a) e | ve . o @
Ss pine b= O28 S27 OUuHi oo O'O.6 °o aS oo oro, Donor ro) Aoce actos
~~ s lo No Ha rca at No Hea joo mle no colt
a gr |.8 ~-e eOrroryrroodt oOo oe (ee) = OMONN oOroanrnn oN. Bae ed Pee Kmodtromnoes
<3} oal.- as ee > ee Tee = acne
a al f= OHO SO WS oO CoS ro) a) °o ooo oS oonoe °o cococooocoCS
_—————_————— — —— —_ TTT ——
5 colt ald melt ec mit olt Lal lt mck ols Noo
fess [8 aes ee : 7 ~ 0 a w+ oan a= otnnM COONS 2 O° . .OaANttaco
wyNY [5 : eee ee a ee ee BS) ae
\a~ a coon Ke 2S rp] ° Soooes oonor- ooc aw oo oscooHxoo
el
: I Sie tod Act onic mailed mick a) ele No
yayn w & 219 Oo As ee er ae SGuats AWoosto os Ow OSHS S
MO: Be 1°" PR URS ea a S :
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a | o = oon ro) roa) o Do oo ooros ooow.y oo cooonosd
nn LLL LED
ry ha ot ol Nico elt ole AIA Rid mlt mica molt So
"au Ieee 35 CO Oe Po. eur oOo nm ORAS otnam COQDDS peleaiaty . MOAT HOSOO
-uesug | 2 = |. eana ass eo s = :
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| a RO gt ae UN Re ee em re I, 2 ee nN ee a Re
: S Ico ict | ed ele It cs . Ha Act cist No
*[PSS3 A |Z x 5S et SOD Prrrrr 35? o = OO GES ee Ee 27 eC) eR a ada ee $ ~ oO e oot 1 WOO S
* Dma|.. ee” Sheet Tek oes ; igs Se SS mans
quicg | 6 ef oon fs a 6 Oo eoooo'So oonon oO oo coooHCO
s Kio molt ols Bled “> of ria molt aio oft Ria tnloo met HI ect Ric Ria mist Nijso
yyor Zol|'s . Lam OwWiaias'o Orm OF47 SG o oc oMenS otra CNN ot Se at .MaAt-HOOSO
nua De] .; 5 peer 12 > 3S :
» alata HE gS Sn ocOoMmaccoo ° (oe) °o Sse SiS oonon ooonjuw oo ccoocornco
3 it It ra]cd cd maitre loo Hlcl It it Ha aT) ole
“IBAA fo 2 § = OOo n (=>) = SiGiEs ot Ot om st onaom § Own Mm2N MM ANH CO
M JO | Zw |S a rere es es : = g
cools 0. Jee o> Greenday Maney So Fe” Se 8 te! en Pea Giese Goad COnHOH COSCO pat ae oS0SCoCOH0O
: = ~
: a it kt moist colt mit Rice HI eT) ct HI HI Hick ot
: a a wb oes Ss a Soe oS B. nbonrt Swooot? sens hast ata oa
‘ oe ae ot es ee Sa we ae 3 “= &
=) 5 ee es ie ieer =] s
g ae ne cou Se 2 o> <a " e Soooes Gowmon COonae F ely we oCooooOoHCO
s ra
° Nn a is) Gy It ied Hid . ee ot
— & ma On ~ © fan! Soon Y mo olen Conn Oowns Ssn.w ocootminst Qos
i * mia se oes Se ae es 3 = = Sieve
e So 8 +e BP es «2-2 2. 28 ~
& oon 2 of ae 4 So CoCo O% COMO n concooeg =, cf oooocooHco
_ ‘
LL
\ @¢mOOOnODeMdeszZOn CSC @ n HDKENS MOAN UNTHMHSs . .
FoLio XXXYV. TABLE OF THE DIMENSIONS AND
Of Three ,
PARTICULARS OF EACH DIMENSION, er. Of'T'wo Decks, Frigates.
—— eee
OR SCANTLING,. cuns | cuns | Guns | cuns| Guns | Guns | Guns | cuns | Guns | GuNs
98 36 32
Uprer Deck—continued.
eee eee eeoeeeeeeeeeeetese bo cajactthiCKacs
Heap Lepces. And round up more than the beam
Led es Grecoscedsccccccebsocecsedsenses0P000s 20
Pin
es
vin
die
sel
ej
vin
Grarins. Batters: Oak .. cishscrcsssdesecsvcsstossacOMOQU ov
thick....
jue bet ICH evan
Waterways—(Or broader if clear of sap ).. woe brOad «4.
bearded back
Frat of the Deck—Dantzick deal........+eeeeeeeethick ...
Except English oak plank next waterways
number of strakes
ple
ples
WOH DOWN W
—
a
—s
wom oOo W Ww Ww
ple
Pie
ple
Pie
Oly
& Ar _ wer} Ww OO Ww
Ww AR — Oro WW W
alu
con
coln
Wor DMO WwW Ww Ww
pie
WwWOeK & OW WW
ple
WOK UOWWW
NOK WOW WW
plo
WOOK Oro & WW
phe
eooocoooo o$°[“a
3
Two oak binding strakes next the coaming......
SPrRKETTING—On each side strakes.........+....mwmber...
Thick At The, vcseccdoceeccecdercncceshtenl0lEr CAZe
upper tee
Bolts one thtough each butt, and two through
each lower sill.........- -diameter
Sturr between the ports or quickwotk.. .».eethickness
STRING in the Waist...........wmber of strakes on each side
thick at the upper edge
Bearded from half its depth, to thickness ut lower
CAEN s.68 « ae ote ceceeseteoees
Scarphs between drifts and into the clamps long
Bolted through at every other timber at opposite
BARES ss vcceesccct cdtaccccnstbecccssGOlt $ diameter
GUNWALE, Or PLANK SHEER ..ccecccececscceee ae es .eeethick
Bolts through the scarphs at every two feet six
INGNES octane ons f Same. SOE | vee diameter
Plank sheers along the drifts
Broad enough to project for the mouldings and
bolts through ......cceveccrecccscocscersothiameter
To fit oak roughtrees along the § broad
MIShIPS ...eeeeeeseeees eeeseee oe } deep
Cottar BEamM—Against the beakhead............045 square | 1
The side ends to be knee’d with an iron knee
weight |1 2 7
Bolts it €aCh....sssevccccocccccsevcsoccsceee umiber | seven
diameter | 0 1%
** The upper side to be kept to the same height at
the lower sills of the ports.
BEAKHEAD STANTIONS—Those next 2 os.seesceeeess Square
the bowsprit ......... phe. perk in the clear
And square above the collar beam........... seesh
Other beakhead stantions.........+.+. fore and aft
Thwartships and rabbetted for 14 inch deal.....
To face on to the cat beam :
And bolted each with two bolts..........diameter
** Tf half beams form the beak head, which is common
of late years, (the collar beam being gotten with
difficulty to cast over the bowsprit) the whole is
united by a carling and an iron strap.
S Ge"'S
8 g
Ql ws pop Sop
a oo
ow
vin
wo
po
Rie ple
io Oo
Cc
D
E
F
G
H
I
K
L
M
N
O
P
31Q
R
Ss
T
U
Xi
Y
Z
all
B
cll
D
E
ROUGHTREES. ;
_
nin
nie
or OOO f O
CaO OS. O56 ©
Oo - © © OW =
dint vie
ooo c Ow O°
Oi Di PH
Cl WIH
ple NI Plt
» broad
Peaccetades gregh Bee
ote «+. broad
BEAKHEAD CARLING.
Iron STRAP.
Oo Oe &
MV ON wie
oO ® & to
1 @N vile
Bolted about every 16 inches, bolts.. vs «diameter
©
Forio XXXVI. TABLE OF THE DIMENSIONS AND
Of Three
PARTICULARS OF EACH DIMENSION, Decks.
Of Two Decks. Frigates.
OR SCANTLING.
GUNS | GUNS } GUNS
Upper Deck—continued. ft. in ft. in| ft. in.| ft. in.| ft. in. ft. in.| ft. in.
Seat T'Ransom.—Broad or deep ...... Toocdeshedsscccacmsccss 1 0, © 0 8/0 8] 0
thick seve sevecreecscvscvcccsce | Q 7
Scored aft upon the counter timbers, and bolted
through each .is joi v.00. cc GiaMmeter.ctecessend :
Knee’d at each end with an iron knee, weight... | 1 3
Fore and aft arm take three bolts afore gallery
door. Thwartship arm, long.i...cccccscsssseeee | A 6
Bolts, diaineter.. .cedsecse |. 0 tf
*..* The upperside is kept to the same height us the
lower sills of the ports.
STANDARDS.—Numiber on each Side .cssesseeccessesecoseees
Sy
e
fax}
~s
i<j
fas)
Ss
is}
d
If wodd, sided. sl..l:,foksi0s Tn eA 1 1 0/011] 0 10
Tron’ each, weights). (..0335....0csssee00.Cwt. | 2 22 0) 21 Of
SidGACHT, TONEY. coctebavde ce saiessemeecebertecsesee dl 5 5 915 7
- Thwartship arm ...cscccccrselONZocessccsceee | 4 31013 9
Bolts in each.....sscevcosesdooMUmMber secseeee | ni nine | nine | eight
diameter.,..... | 0 0 1330 140
BREASTHOOK under the bowsprit...seesceresesesSided..esseee
To be placed as high as can LONE Le sede 00
be under the bowsprit+ Bolts, number...... |.
without cutting it......... diameter ....
*,.* And another breasthook over the bowsprit, of the
same dimensions, if room will admit.
IRON WORK TO PORTS, &c.
To have two ring and two eye-bolts to each port,
Giameter seccovecissessss | O 0 140 180 1¢
rings in the clear....... | 0 0 4110 410 4y
eyes in the clear.....04. 0 o 2}.0 870 2
Training eye bolts, one between each port,
diameter .seccecececevees | 0 0 14.0 140 13)0 22/0 12,0 lz
eye in the clear... | 0 0.210.210 @70 230 220 2
Ring boltsin the deck abreast each port, diameter | 0 0 11.0 110 490 ee I
rings in the clear...... sa) 0 340 340 3210 310 33,0 3%
‘ Stopper bolts ........s000e@idmeter sesceseseeees - . 0 18}0 18/0 1}
(See Gundeck)............7ings in the A eee Onein eachbeam before themainhatchway 4 0 6/0 6)0 54
Toptackle eye bolts, two to the ¢ diameter........ | 0 13,0 13)0 13/0 13/0 13/0 13/0 13,0 13,0 He
main and two to the foremast U eyesin the clear | 0 41/0 430 41/0 410 4/0 4/0 33,0 330 33
Triangular ring bolts for lash- { diameter......+. O 18/0 13,0—-13,0 12/0 13/0 13,0 13,0 13,0 ly
ing booms and fe 2 Ma ten ND 010}010}/0 9/0 9{/0 9}0 91/0 9}0 Q}0 7
Eye bolts in front of quarter ¢ diameter........ O 13/0 13/0 14;0 13/0 14,0 12/0 14,0 190 1
deck and forecastle beams Be in the clear|}0 3|]0 3{0 23/0 2310 2310 23/0 230 230 2%
On each side....... seeseesceeeeee MUMDETseevece-ee | four | four | three | three | three | three i
Eye bolts round the main and fore mast,
number to each..e-+ee. . | eight | eight | eight | eight | eight | eight
In the spirketting abreast of each mast | six sex six six sia siv
diameter sseseecaeees 0) VE 0-180. 19) 0 1g) OO 2
Round the mizen mast, number...... soo | Sr six six Six sia six
In the spirketting abreast the mast..... | four | four | four | four | four | four
Hidmetey.sesesetsessece f O- 10 Oia 0 EO La 0 LAO fe
For capstan bars.........diameterssecoccoscseese | O 12470 12,0 14/0 140 13/0 12
CRANKS {tai for ditto........ jos PUOMOLCE Je daUsbecccsed O° SO. dap OF 1 O Pa OO Pe Oe
For the gunner...........diameterssssseeees cooee | O 020 027/90 03) 0 02/0 03,0 02
Lower end.....svssaseoas Fetens eshte woee | O 710: 62/0 630 6210 65,0 6%
Brit ina ae pee ne cones Sates ca ceisans ant ee 0 6/0 52/0 530 52310 520 5k
ron pillars near capstan and galley,
SQUATE.ceccccee | O QO BO 210 2B 2
Doors abaft the Galley Broad, each..s.sseseeee | vee oe Jo BEB YO q
GALLEY. { can asunder tn the clear..scsccsercescscscocsce | oes ove fh Doueeals 6 0
0.°p4.0° 6 6
SCANTLINGS OF SHIPS OF EACH CLASS.
Mla Hoo let ole
cA :—
5 49M 40 2Oo
dog | 53) 25
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a
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nm > + —_ 00 lO ma oo eofoo walcd eict e\c0 Sioa ul
° ie = 8 . 30+ S
ro) . a Q, 5 bas | ‘ re) Ss
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ay OD . 3 p ae fi = de Ds 38
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= no = oo + + @ Me Ho aa JO 9} 0 ula mit Pn 4j00 Ril cd A
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= ie = 4 bo 5 =
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& —< Oo on to 229 2®OOO (om) co es las} Fs il a em i = | Cres ere < oO _ Oo oo
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21 Pa * i=) a) QN mn?) “ ~ &0° s
£ 18 oS OT mo “ome Soom o coos cOoegooooScooCCSO f° 6 *Ssac ococooco* od
a) ; ne — ne ro rs
‘3 a es of OS GP tOZaGO 8 BHa Fane Vet ete Vg gin, ,.Se Sony 2
= 3 20 a] S
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6 |koSs OTF mec Ronmmm toot7™o COO SCecOoSooCOSoOCSC OS. BS" O”"Losccoco oo
r r + —
l 494 0A -He ODM ASZOaA Cr ne AANTSOORHOTHM HAAZORSTRnNEDK FH .
Forio XX XVII.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
Upper Deck—continued.
Wanb-Room, ray ie OF SUHES bocdccnceasccee.UROUd
BULKHEAD. 00000
ab cee ciecide Sccatatd Unde vege c6 seaten ERICK
Panels in breadth not to exceed .....
Stand UPON Cants...cccecceseesesesccccerecsessDPOUE ||
deep
| TitLeER—To have a tiller of the size of the lower tiller
and two-thirds of the length.
H SCUPPERS—On each Side...csececesereneseecerseeeses emUmber
" diameter in the clear
Scupper abreast the pump and in the manger,
i diameter in the clear
B MANGER. eocqececccocscsacs
SHOT RACKS.....+0.0.(5ee Gun Deck).....scceceeeeeeebr0ad
deep
Ports—each port to be fitted with § deal............dhick
half ports made of.,.... d lined with ditto.....
Holes-for the guns ....seceseeereeesccen eee diameter
Holes, lower part above the sills.....ceecesoeeevee
Flap, on upper part to hang with hinges....deep
Deap-Lients, to stern and quarter-lights ; DeEap-Doors
to gallery doors, made of 1Zinch rabbetted deal
lined with slit deal, and fitted with neck bolts.
ee eroseeroers Cee eeeesaseeserereseesee
—
eee
BLOCKS—For main tack,....sseccsesseeccecserseveesseeep
; diameter of the sheave
thickness of the sheave
diameter of the pin....
Bolted with two bolts in each lap........diameter
Block for fore and spritsail sheets........deep.....
cevccavepeccces diameter of the sheave
Fore sheet ee Gip avoed .thickness of the sheave
ceccvessseceeeediameter of the pine...
nse a seceeeeediameter of the sheave
ppceaat sheets {21 dgeaae thickness ip the sheave
Bolted with two bolts in each lap........diameter
Block for main sheet and studding sail tack, deep
diameter of the sheave
thickness of the sheave
Studding sail tacks.,........thickness of the sheave
diameter of the pin....
RoLtLers—Oak, put up between decks to lead the mes-
senger to the capstan clear of the pumps,
do a ST CS NT ROR NA EN ATES
BEC. ccacccswa, osivsndeessencepesasésaepescen GiGineler,
RANGE CLEATS—To be Of 02k.....escscesccorveoee veeothick
long.
If belaying bolts through the riders are preferred
diameter
Range cleats bolted through the side with two
DONS. .ccccecccccscccccvovecscccseccncesser diameter
Cramps for Boatskips or BEAMS, Of Oak......0.0000..thick
broad
Bearded from half the breadth at lower edge to..
Nailed and bolted through the string, with bolts
diameter
BEAMS or BOATSKIDS; of fir.......cseeeeveeseessided...
moulded
number
Bolted at each end, with one bolt.... in diameter
Bolts in the scarphs..ssecceeceeseeseeeeesMUMET ae.
diameter...
ooco
oo
NE
0 10
be
0 33
0
0 0%
Bt
ai
0 3r
0 13
1 1
0 at
0 02
1-4
a |
0 32
0 13
Qoe
SQ OOM'OOM moO OrOo
Coe Ww
PY DIRK NIH
oO
Np
0 02
10
1
3
f 2
8
03
1
if
3}
13
1
2
0
1
I
34]
13
Of Two Decks. |
GUNS | GUNS: | GUNS
74 64 50
ft. in.| ft. in.| ft. in.) ft. im,
010]010]0 10
iO SEO DLO. 3
2 82 82 8
0 62/0 6110. 6
QO: 32/0° 321 0.. 3t
seven seven | seven
0 410 410 4
0..4.1/0-.4 |i @ '4
0..331)0. 32/0; 33
0 12/0. 13},0 412
0 02/0 03} 0) 03
0 4/0 410 4
Ove? 710 7
010/010] 0 10] 0 10
1 LSD ag Oia
0 33/0 33/0 33/10 3%
oO WO ZO wha
0 02] 0 02] 0 02) 0 O82
il On ort Ofa @
bl 2d 141. OR toe
0 3/0 3}0 23/0 ax
0 13,0 140 Kio
LD Phy phy OFD @
0 Hlo 14/0 Bio
0 OZ] 0 02/0 03/0 03
E. PEE BEL OTL @
} PEt VET Ot 6
0 3/0 3/0 230 23
O—-4}0 410 Ho
0° 8.1084 Ont’
0 510 410 4
SPE | FISH | S42
0 18,0 Kho W
0 0Z} 0 02}0 032
0 440 4/0 4
011]}011]0 11
0 210 2310 Qt
0 02] 0 03/0 02
010/010/0 9
0 9/0 9f0 8
six six | five
0 02/0 02] 0 03
eight | six six
0, 07/0 02
TABLE OF THE DIMENSIONS AND
So
eS
eeceoceooocorgaoco
—
cole
° Noe
oe oc @
Sou eee
<
S ©
Oo = &
Pe IH Wit”
GUNs | GUNS]
ae
; P<
O10)
0 3 B
12 SHC
o &/D
0 3/E
0 41G
0 5/48
0 4/1
0 34K
Oo 1b
0 031M
0 3iN
17 } O67 Le
0 9/0 9|p
LO; bd 010;Q
0 230 2tR
0 10 ws
0 03,0 OF}7
k OO; OID}; U
(0O11)010;x
0 210 %ly
0 4/0 Wz
OIL} 010} 4
0 WO Wp
0 020 OC
O1b}O1P| pH
0 1b} 0 103} p
0 2,0 QF
0 wlio WE
O07 |. @ be
0 4/0 4ly
3 013 OlK.
0 wlio 1hz
4
0: 03] O 03] Mf
0 3/0 3|N
010]0 10/0}
0 2/0 @/p]
0 030 OQ
o gto olg
0 8/0 815g
five | foe | 7
0 02;0 OHU
six siz |X
0 020 oy
SCANTLINGS OF SHIPS OF EACH CLASS.
©
2
a
°
so OM}
@' eo
ey Sonnet
a‘ o
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Oy a=}
= »O ay
CS A STS RR PR
~ — Ty Oo v ~ 2 ~ at ate ; - .
s 2 & g> SDB
pe ZS = Pas ae Mlb |
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a. > i
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& S 2 > Pe
= oy sre. > °
: 2s ~
# . cs a
a 7%, fos 5 Sa
fejcmh baer $ :
4 a) ~S -.§ § 9
7) a an ae 2: = ————————————————————== =
Z ZS 5 s2 ° Sc
oO - Ss as}
Sea es de ee
5 Seat bk 3 SE
v ——— Yee CoM : : —— — ——EeE——eEeEeEe—e—eee———— =
@ = Siew!
3 gs s2 33
oS | 4: f.8
& io eee:
= ———-— — arta Slot ra}cd enlch —— = - a
p & 9 ee Oe O = 64
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“rayny le. & & 9 + MMA O «
~ => - 2
Sig cars so °° ofsgg0".°o
ar ls _ ~ Ll [aia Lea —s
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- — : cd let el
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=p ee
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yaruury | 3 - aoe te O°
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IRM J | 2 js eomnron $s pre) Oan Oo 9 © DAmMMOADMAHCOTHAGQS OM D - OomOoN OmOKRO. SO
. ! 6 ~ = 2
P 2 : > 2
dooys |3 ~yoeNnsoco So 0 SoBPhon oe. eceococoeocoooscoseocesocs ee See Sm OTS
pe Ts) Had ot Ha Hilo mic lt FIA wo AI Ye role Alien wey ra mle ———enjoa elt - = slo mcr T
[Eg l@2* 2°" ea” 3p AMA oO OR DADA CSCAMAA TSCA OCH9lS = OMDN SCHON EDO LS
a DA A ® i) “
8 oy jReoonoce Ri. 2 2286 °¢:.0'° 2Eeb024009092°98SS3E2S8259 Pee .f.8°O0°90.290%%59 "9
3
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So 280:0.°.9:° coon enrocsesecgQ2seqagaqqo oon 20. ceSoeo0 ooo *%o
o x aM ZO UORNRHD KM rPNAMOANEO eM HW aAzOm Ce nD Am |
ft. in| ft. in.| ft. in.) ft. in.) ft. in,
110 2/0 2)
Fouro XXXVIIL TABLE OF THE DIMENSIONS AND
Of Three . |
PARTICULARS OF EACH DIMENSION, Decks: Of"Twb Decks. Ege
OR SCANTLING. Guns | « GUNS GuUNs | GUNs | GuNs GUNS. “GUNS GUNS GUNS | GUNS
110 ne 80 74 64 ade 44 38 36 32
ft... ft. in| in,| ft. ft. in| ft. in.| ft. in, fl. in.| ft. in.| ft. in.| ft. in| ft. in.
Knees, Iron. —Each to weigh about.....sesseessseeeee cot, | 21 0} 2 1 0/2 0 14/2 0 1442077;207/2001200/2001 3 144A
Arms, Long ceessccerssoseccscsccovccensessses 139 613-613 613 G6)3 413 413 3S ue eee
Bolle, sed seeeborsd. dy hesesddaVevese ttincwes six six six six six sir six six six six |C
CidMeter secscccecsvecesscsercseeee | O O02] 0 O02] O OZ} 0 03/0 037} 0 02/0 037 0 07 0 07 0 OFD
GANGBOARDS.—Prussian eal.....sseccecersesesthick..w. 10 31/0 3/0 31/0 31/0 3/0°3/0 310 3/0 310 3/E
broad...... | 4 614 41/4 314 3]4 2/4 0/3 9/3 913 643 4)F
Bolted through at every four feet distance,
diameter... | 9 1/0 1/0 1/0 1]0 02/0 02 0 02,0 030 02/0 O7G
Bolted down to the beams...........diameter.....| 0 1f}0 13}0 12/0 1270 1/0 170 170 17/0 110 1/8
CAPSTANS.
Centre of main jear capstan, abaft the centre ;
Of the main Mast... .scccccrssccssscescscessseres (27 0 (26 0 [25 2 123-9 [22 0 [21 3 j22 021 Of21 OF19 OjT
Centre of fore jear capstan, ‘abaft centre of
fore Mast:...ccecessccedsdovsevsendecssccosgesedese [00 OF149 SHAS WOl47 O13 (Ole Wnts ve fiver [ooee TR
Barrelssssssssssssesersessssseseeseediametervecsesees | 2 63/2 53/2 4312 4x19 3x} 9 of} 2 Of 1 1191 103) 1 OL
Long sserrserseoveee [JL O }LL © {10 11 {10 11 {10 10 ]10 10 }10 9 10 9 10 9; 10 8M
If it works on an iron spindle, its diameter...... | +++ eee eh ses eee ack eee eed ves wes IN
UPPER WHELPS. «pss tosvcvycesscesssddicdverctsstosBUMIDEFss, 1] | $10” six Six six six six six six six six |O]f
length... 13 0} 3 013 0/3 0.13 0|3 0} S¥0 3 Steet Ee
Inside edge......+...thick...... | 0 73/0 73/0 710 7]0 630 630 6}0 61/0 61/0 5iQ
Outside at the heel, thick..... | 0 112] 0 11 | 0 103] 0 102) 0 93/0 83) 0 83/0 8) 0 87) 0 83) R
Tapering of the J Outside at masee thick..... | 0 10310 10]|0 92/0 9/0 83/0 73,0 740 730 72/0 7315
Whelps. Broad at the heel........see006. | 1 34] 1 3311 31/1 3] 1 1 0 113) 0-112} O 112) O 113) O 103/T
Broad at the head......pc-.. | 1-0| 1 0:10 113} 0 1124/0 93/0 8|0 73,0 73,0 73/6 73;U
Height of the surge............|2 2/2 2/2 2/2 21/2 142 072 O82 OFF 01>
Two bolts through each whelp, in diameter...... O 14,0 14/0 12/0 12/0 14/0 190: 170 170 aah 71¥
‘ - Underside above the surge.. 0 12/0 14/0 1210 14/0 12)0 1370 1210 13,0 13,0 14:2
Upper Checked thick......| 0 33/0 310 23/0 2310 23/0 98) 0 210 220 23/0 3A
he in each chock, diameter...} 0 1]0 .1]0 02/0 02/0 03/0 02] 0 03 0 02/0 030 OB
Underside above the heels of a
phe anihar the whelpS...eccccosssssoovee | O 4210 4110 41/0 410 4/0 410 410 410 4/0 4/C
a ack thick......}0 410 4310 4/0 4/0 4|0 32/0 33/0 3310 3310 3§1D
Bolt in each chock, diameter... | 0 1]|0 110 03/0 02/0 02/0 03] 0 03/0 03) 0 03/0 OFF
Chock close up under the lower chock, thick.... |.0 34/0 33/0 31] 0 33/0 33/0 33) 0 33/0 33/0 33) 32/F
LOWER WHELPS. sec ccoscceeceeeceescesecscsceesseMUMb€Peseess | five or| six | five or| six | five or|: six | five or| six | five or| sim |G
length... 12 9/2 912 9}.2-912 9}/2 9}2 9}2 91/2 9/2 O/H
Inner edge.......,.thick........ | 0 81410 8110 81/0 8]0 70 730 710 710 740 GFT
Outer edge at the heel, thick... | 1 13,1 12/1 1]1 1]1 0/011}010]010]0 10/0 97K
Tapering of the J Outer edge at the head, thick... | 1 O02} 1 O2{1 O}] 1 OF O11]/0 10/0 9|0 9/0 9}0 8FL
Whelps. Broad at the heel.scccsceceeeese | O 11 | O 11 | O 103] O 103} 0 10§] 0 103} O 103] 0 403) 0 102} 0 10 |M
Broad at the headss.eesseecseeee | 0 9410 gt} 0 910 910 830 8Z]0 83/0 830 83/0 SN
Height of the surge....... ome 12 O12 OTL 181 1 P11 11 nia wae eee
Two bolts through each whelp......diameter..... | 0 13] 0 13/0 14/0 12/0 14/0 14/0 14/0 13770 14/0 13}P
Upper Cuocks.—Underside above the surge ......+.. woof 0 1910°12)0 1:10 1),0 110 110 1) 0 GO aie ane
thick...... | 0 3210 3310 3|0 3]0 2Z10 22/0 23)0 2§ 0 230 QR
Bolt in each cChock......scsseseeseeess-diameter... | 0 OZ} 0 02/0 0%] 0 02/0 03/0 03/0 03,0 03 0 0310 03S
Lower Cuocxs—Underside to fay on the pall head. ; A
thick......|0 5|0 4210 43]0 4310 4310 430 4110 41.0 43,0 4/7 ]F
Bolt in each Chockssesesecassceeeeoeseediameter... | 0 12310 14/0 13/0 12/0 1]0 1/0 1/0 140 1})0 OF U
DRUMHEAD..oscccscccescccsccescsccccsonces diameters... |5 615 4/5 315 21/411}4 9}4 6|4 4}4 2/4 O1X
Thickness of the upper piece....:.scesseesceeeeeee | O 84/0 8110 810 8/0 73/0 710 610 610 6|0 53)¥
Thickness of the lower piece ...sssseeesseeeceeese | 0 7210 7210 710 °710 620 630 57,0 510 510 512)
Bearded down from half the diameter
LO BOW ini front. sdeeesevcchce cocccdecevccccpesecece | Lo -QH] 1 QH-1) ei} 1 2)| 1-1)1 1 OF O 103) O10) eae A
Tenon at head of the barrel..........square..ese | 1 6] 1 6{1 G6] 1 G6{1 441 4)/1 2] 1 Qy_t 2yt 4 B
Hoop for tenon....esssseeecreeeecceses-b70Gdseveee | 0 4310 4310 43/0 410 4310 4/0 4/0 4)0 4}0 4|C
thick....... | 0 03/0 03} O 030 03 O 03/0 020 03) 0 0F 0 .02].0 04D. ig
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Fotio XXXIX. TABLE OF THE DIMENSIONS AND
oe ne rere ere eee rere ar penne
Of Three |
Mente. Of Two Decks.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING. ; , ° ‘thitaas
GUNS |'GUNS | GUNS
98 ‘80
CapsTans—continued.
To let up into the upper piece of drumhead.....
Lower piece of drumhead face down upon the
Whelp5..cic.cceccescocecess
bscccencce cecconsdesneces ® 1 BR)
Underside above the deck. ..,...scecesseeseeesees ‘ 3 4/CT
(Bar-holes..csscccsssesecscssescsescccesrsoeseonumber twelve twelve |}D
square. O At 0 4 0 33IE)
depth.. Lume. 1-40 0 113\/F
Drum- } Iron circular plates.....sesecsasceceeeceeeessbF0ad.. 0. 3% 03 0 3}G
Heap. 4 thick.. 0 03 0 ‘0 0 02)/H}
Countersunk holes...ccscescsseesceeveeereee MUmMbEr twelve twelve twelve |
BOP DOLS. pedes ceeece E oseisvie tees vasiiopevaasis(Mmierel 0 13 07 0 ATK
\ Bolted down through each upper chock diameter 0 it 04 0 027;L
number twelve ) M
length. 11 6
Bars at drumhead 0 4t
bickaat ; at outer end Ee |
Diameters ...00ct4eoscsGteetasvovedseccstecdeccstscs 4 0
Thiet Of the upper PleCe ..ceceressescoreece 0 5
| Thickness of the lower pieCe....ccerseeeee evens 0 5
os
| Bearded down from one inch without the barrel
To show in front..
BHA ABO VOZ
soaugomte Masia ch:s We tanslaaettte 1°2)1 18) 0 of )
d Lower piece to face down upon the whelps... D310 470 4A ae |
Underside above the deck .....ssssecssssseseeee $918 -9713°% 3 '
TRUNDLE Barcholessscesesececsseccoorsevecesesine tm number | ‘ten ten ten ten
HEap— square... | 0. 43,0 43/0 43)0 4
depth... }1 41/1 4)41 844 @ 0 10 |A’
Iron circular plates, two in number.. broad.... | 9 33/0 34/0 33) 0 34 Bil
thick.... | 0 03/0 03/0 031 0 03 Cc
Countersunk holes.....sseccssecveevsoeeeemumber | ton | ten ten | ten DI
Fe DoltS..ccccccecccscececices cvoccvescsesciameter | 9 13/0 12/0 1210 12 0 1/0 1 )E)
Bolted Bien ga ie Men an ae 0 14/0 12/0 12/0 12 0 ‘02/0 ‘02/F
DiawiSter's. aah: cocech ebbeosdnedivestittess¥eddetecss Po 2 NO) EO) Moe 4°6)4 6/G)
TIGK.. pins desisscanpsa nivhouh tanassiksevencdacnsea | O) 4a Ug On ee On 7m 0 63} 0 63/H|
Underside kept above the itepw: hin obbdeasay cscccese 1 OU TID -210 O20 OJ O ‘03, 0 ‘OFT |
‘To face on upon the heels of the whelps...,..... | 9 13) 0 13,0 19,0 13 0 14;0 15K)
tron Circular plates....cceses-cscssccesescsess broad | 9 32) 0 33) 0 34) 0 35 0 Bi'O Bila
thick | 0 031.0 03/0 03/0 032 0 ‘oso ‘0s/M
Countersunk holes... .ccscsorsecccsecsssceeesmumber ; N.
PALL For bolts... Ssisle coca eevee tn diameter 0 I} 0 07/0 0% oy
HEAD) Tron a broad, to receive . the palls and slip ‘| a
DAlts....cccrcsevscvercassecrscsscceccsssccvstesceess 0 540 5)0 5 Pp
thickesseve 0 03] 0-02, 0 03 1Q]
Countersunk holes....sscsessessseeeveeee tm number } 3 |RY
Por apaltacscdss e-apedencnagesh sche seveeeesdiameter.. 0 1/0 O70 02 {8 |
Bolted ; two in each through the lower chocks | . |
L isscssssecssssssscesssesceeseseeeseb0lt’s diameter | 0 14/0 120-1]0 1]0 110-1} 0-1)\]0 4)}% “go Sopa
LONG seapeedsossscsenssseersteorsersnvesossergeceoese | 2 OP 2 O] 2-9].9.:7]1 2-71) 2 Al) = Ai RR ee
Dror? } Thigk af the pall bolt... .gescssccchsnvcnsedsss aac 0 23) 0 0 2)/0 2)0 13/0 13)0 180 190 43)°0 ~13)x%F
Pauts. | Thick at outer end........ sesoscvceccccccscgeccsces | O 2310 2810 2310. 2310 23/0 23] 0 2310 BHD BHO ERE
BrOdd.5.ccctecccncccearvcccsctacoscccdbessccccdenccess | UO: om.O 29 0 340 31) 0 3i| 0.25) O “Sai 0 IZ
Pall bolt... ccccescsessecvscvevescsccseccssns(MZ 0c 1 2 SEA Si 4.74 1°71) ln Gil ls 51) ae Se
diameter |0 2110 230 2}0 2}0 210 12/0 12/0 180 o 1B]
Ww Pall pldtes:...s.0ssdrcededse-30 long... | 1.90})1 070M} 01110 10)010)0 9)0 9)0 8 | 0 8 \Cy
hen-no broad... |0 6|0 6|0 53/0 530 5])0 5/0 5/0 510 0 43\D]
hoop .. thick... |0 1]0 2/0 1]0 110 02] 0 03} 0 02|-0 02/0 03|-0 03}—
Ketch or slip bolts.........ssesessesssesess long... | 0 10] 010] 0 93) 0 93)0 9310 9|0 8/0 8) 0 750 TER
; inner end |‘0 13;0 13) 0 12/0 1410 12/0 14/0 1}0 18/0 11/0 1 7@
diameter + oer end 0 1]0 110 02/0 ‘02| 0 -0z}.0 07/0 02] 0 ‘oz 0 0 o3/H|
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Fotto XL. " TABLE OF THE DIMENSIONS AND
mF | 2 Of Three yikes | ro
PARTICULARS OF EACH DIMENSION, Decks. Fh ae ie ak ig a
- OR SCANTLING. GuUNs | GuNs | GUNS | GUNs | GUNS | GUNs | GuNs | GuNs | GuNs | GUNS
110 98 80 74 64 50 44 38 36 32
CapsTANs—continued. St. in| ft. in| ft. in.| ft. in.) ft. in.) ft. in.) ft. in.| ft. in.| ft. in.| ft. in.
Wheaten Slip bolt plates....s.s..cerevceccceIOMNZeveee | 0 510 5] 0 43 0 43 0 : 0 43 O 43/0 440 440 44.
Hoo. broud..... | 0 220 23,0 240 23/0 230 910 a0 2/0 2}0 2/Bih
thick s.... 0 Os] 0 08] 0 O§| 0 O§! 0 O08] 0. 03] 0 O83 0 og 0 Og 0 oCTP
( Diameter to the outside......cseccccccssssceses 5 915 975 915 9)5 SHS S2.5 StS ee eee 2 ee
broad... |0 5)0 5)0 510 5}0 440 440 430 410 40 4B
deep....... | 0 43/0 43/0 43) 0 43/0 41/0 43/0 4310 4410 440 SIF IE
Cast Iron } Bottom...... eve ceedevessedevsevances thick../...| O! 14)0° 14-0 1910 13,0 1/0 0 }O f fOP PEGl ee ge pire
Pat Number of holes counter-sunk..........+006. | 12 12 12 12 12 12 12 12 12 12 |H
Rim. To! bolt it downs Wt sctseviane diameter......| 0 14/0 13)0 13/0 13/0 13/0 13,0 12)0 1210 12/0 1Z}/1 |f
Number of holes for nailing elm pieces...... | 24 24>} 24 24 24 24 24 24 24 24 |K
bolt’s diameter | 0 03] 0 0%] 0 03] 0 03) 0 03/0 O08] 0 03] 0 03/0 03/0 o2/L if
| to WEIgh AbOUE... cscceversenccceesesCWbesosees 500500:500/500:439'439'439|42 449 4409 4|/MIp
RONRI 50. sHaceivols saws cup cee¥es eee Se er ae pte : ; : “> ort wee - INGE}
Diddley Act. oNSS ce sionw voosdiameterecsse!| ees ose cot Mees ss nae oy bes a
Finds Paddeesc das beeivetcendseidecs AOIINELET ass 00 ase e ab oe ea Sas : Pipe
Mippte ~ Bolt-holes from each end, two, ‘a3 Lae a ee a ee Lak S bit ip ee =
SPINDLE. diameter..se.. | ove ey vee i as te bas ‘0 | St
Thickness of the neckings......ccssssssecsseee | eee ned tee . “s bia . | Ee
WNOCKIIGS 5 si ccedecekn cassessts were OSROeleas +4: * ’ eon ged soe re re ion) FS
DN OCkIN gS 7 -scpupevecscctes oanapohSQ@uuresrarce ce? Gvler ts Me fei +4 we or 3s fie soo) | oe
( Long..... aivasivieisiesivieeielsinlead osislesisias ccccsscsscecee | 2) BO P28) 2,.6)/2.612.5) 2.5) 2) 5 ie eee ees ee
Diameter in the cup or step.....s.cseseeeeeeee | O 62] O 63/0 6/0 6]0 53/0 53/0 5310 5270 540 511Z IF
Diameter at the upper end......sseccreseseeee | O 53/0 53/0 57/0 5770 510 510 5/0 43/0 43/0 43/ATf
ae Bolt-hole from the end..cccccceccescsseseeeeee | O 3/0 3/0 22/0 22110 31/0 31/0 310 31/0 3Ii0 3IBIE
diameter.........| 0 19,0 13/0 1/0 1/0 11/0 1]0 .1}0 02/0 02 0) oz/CiRl
SPINDLE. + "Thickness of the NECKING «..ssevsscorvevserens | O 2lO 2/0 13,0 13, 0.17,0 17,0 12/0 1160-6 13) Te
PVG. fs snkuiboahes shecatnocrt SQUATE .seeeereeee | O GO} O 9} O 82/0 8310 71/0 710 710 630 630 62 ETF
Length of the spindle below the necking.... |} 0 77/90 73;09 7/0 71/0 6/0 6/0 6/0 5|0 5/0 5 {FYI
[ Ditto in the Cup Or SteP...ccseee seveceverveee | O 6] O 67,0 630 6} 0 5210 530 5210 43/0 43/0 43/G]F
Lower spindle, weight about............cwt.....0. [2 3 18/2 3 18} 2 3 0] 2 3 0/2 2 14/2 2 14/2 @ 14) 9 2 Oo} 9 2 O| 2 2 O| HIF
Two iron cross plates over the necking of mid-
dle spindle, thick in the middle.......scceseeee | eee tee . ee v toe een eee ms |
Andiat the’ends...ad.cssv sss oheosssctecsncasueedes ve tee om . ‘0 bee woe .. [RG
Loot. 2203.. saccwdcieee vecees ees O, G2QmMeLeMace oe Ars 5h 7 eee ay > rf) At ree .. | Lae
Four bolts, one in each arm......in diameter...... - As é ae ¥e3 ; wee cee |
Two iron plates, each to weigh......... CURIE «5 Paton net ‘ be vii ; an Nip
Two dodecagon, or 12 sided, iron § broad....... | ass : i : re 3 % S ... | OR!
hoops, one over each pia ae es olsene vee . eee e cee tee on
Each to weigh ....... SigecpueeenseatsOl faedcastet sie Pe rae ome ie Ale oad Bes fe . {QU
Iron plate over the necking of Jowerspindle, thick | 0 13/0 13/0 17/0 13,0 13/0 13/0 13,0 14/0 13/0 2 R|
square....e | 1 61 6]1.4]1 4]1 411 411 411-4)14%-4]41 4 (Se
Hoop over ditt0.,....ssscsessssveseveseethick.soee. | O 19] 0 13/0 13/0 13/0 1310 12/0 14/0 12/0 12,0 12) Dh
broad...... | 0 52} 0 .53)0 51/0 510.510 510 5/0 5/0 5/0 5 |Ue
Cast-iron cup or stop, square on upperside...... .-|011/011}010/010}010/010}010}/0 9/0 9]0 g |X
Lower side........ Se PY Put a! 010};010;0 91/0 9}/0 9/0 9}0 91/0 71/0 7j0 7 Y
ECP ss sereee 010}010}0 9/0 9/0 9]/0 9}0 940 7]0 7]0 7 IZ]
YOKE.—Square at the heels......eccsssscosscsesscssscsevevee | O 440 4110 4/0 ALO 4] 0 33) 0 3310 32) 0° 33°. Te
Collar, to be oak plank....... vevvessthicheeee | 0 3/0 310 310 3}0 3/0 2310 2310 23/0 93) ... 1 BY
Bolts to ditto........sssecessessessesseseediameter... | 0 03 O 03/0 02/0 03/0 0310 O50 O30 O80 Of ... |CH
Middle spindle, weight........sssecsesseCWleeseeee | vee : ; F Lc oes ee oo |
WINDLASS. a
Length...... auenede gan breeetesvabemsertee i ae be * ae |
Diameter in the middle...... Pipecce, vdeGonaeevy era . ae £ Fa
Diampeter atthe Cus. «0.0 pes scs cece bopecanteduce’ * ve ‘ “ Le
Abaft the fore mast’s Centre......cccccssosceccssses mee ; se ee oo
Undersidé above the deck, about............ Mises Aa . , $ cs “se -. | ay
Tron spindles......sesseeee UN NUMDBET eseveersecesoe | ove “ . tes ‘ ‘ ‘ ww» [Ki
SCANTLINGS OF SHIPS OF EACH CLASS.
in
lane
t
13:0
1
in.
in
ao
‘=
-
oo
~O
S
a
~
na
5
in
] in
et 3
. “a = ae eF Te
Sai. - (ae ae ee
Os].
ee) .s
° el 3 ct colt eal = Lalo al ot © wit welt E molt lc inico SG) - ‘
lgaolstasoea= SCOT ROMO ETAL Omg “Oo wo $UOm Dore oar aer ane = a
3 > = = 3 , . ieee > ms .
ae oo e aq coal é
A= Se|eccovooe oO OtMNSSCOCOOOSOONSSOSSOSSOSOSO, SoNSASoOHOAS OOD OSCOOH 2
A ;
Hh - eI wi ie colt Mi ar) le Oy Ha ic Hla led Hie mic colt esc ol) ela = am) iS mich mick : alt DD
rs Soles anSsSst4S- =O Lh Osan tar onrin-~ Tons +0 a m2 2233 2 2 SE a ac |
° : SS) a ‘
= PElescaescsots otmocoscoscoooNscooSoScooOSo. Sonor eo oOAoO AOC SOOO OOONM
— " - -
s ols wit ic mo O) Ha Rit rit HI Delia mice calf eofct — rid za — colt >) rit mist mir QD ’
Z wees ootes yo Tote GTO oe ee Tee. SUS 4 Om IH MANNANS SO SRR
+ ° . a - 4 ee ’ ; eee ee a
= Baik ocootooo” OtMOSDSOSCSOSCSONSCSCOSCSSCOOLY SCSONSHASOSHASGASSSSSCSSOON 7
ae i iad
| ig s - « > FS 2 | Pe. 2 - gree . . . . . . . . of Soe. sae ae we | - . ear. ot 67 es Ree
AMPS: (2 050 oe eg 5s 3-5 ose Segics SS Sue FS S58 FSS SSS es Pea aoe oe lt ROE oo
eg cased: ch pe ease cnepeieenmnoesieaiaa annie acl nee ae
NM Me tee cca ke es aay de kd ee SMBS Lid SEER aE OR Boe fe ed GOR See eee ee ee tees es
-Sug BMF FFs F e - io » (Sw oe » . « ee aE Se. —o . 7 ee. ee? ae er, ‘ae ae ee bet i ee ee
! rz) aS
“aul - = ow -_ e¢ «@ . . 7. 28 o> 0: ‘oF * - 8 hg Aart a Lee Bg Ad Te ey ep aia eT 5 ED RP ie ee er ee a ae eee ae, ce rae s
of (Ripe PE Sea oa Pa a a oe a Se ee ee at hee See a ae A ee i re ek i Ae Ge, Ae ee Pe oe
-uesng | 57 |
—_—_—=E__{_{£{£_=_=_=_— ba ——~ - ‘ -
WO BRB eo ee ee re SHE Pee ee See tS Sr ae oe ee ees Sioete es
(=) ~~ a = a ies et lal el eo: Se Os BOE bf 6 o) Oe Se Be elev oo" ose 8e ere. Pages “Pee |” ee ee ne ee ee ee ee, ee ee
siwot [82 Je
ee a lls el
wrx |Z o]* : SN erst outer iscisy ar Bhi st Seek sy Steet Ree es Seth. tates shaled 2tchsia go ear ebb at 8 a if Hee ute are
yuruuag | 3 = : so — » . et «@ ‘er %* *% & aie? @& el Ralls, Af 5 ‘
; 5 piled en|0o lt co mia O Hick Mile? faa wnfoo waft ria st melt +
. = +taornownte i es Fan gQgnrwer , e a. Se (2
IMA le EaAnootrna a = ata et Pe eee us Pas beck ese aps , rare : : 2%
é 2) QQ PE + TP noe 8 8 URES ES 3} Ee oy Bote ete ty 3 PEt SEED oe
~ Nn »-“e.* aes Se eS .. 8" Ge © ' e ;
jo doog | 3 = Goootooo™o ° + . woooooooo, oncocoosd
H yi ict i]t fo nfo mice Hla sf t wit wit ' ,
eG OE Oe bes ge te gM NO OM erg gig OTE Vin ia ty . 5 RE.
: “K We a a RPI Lee 7 «8 ‘ > Saf? eee SoS ee SS ; PS ee Se ey
ri » 4 ~ a soe fase. 2 Se ee Gis see ¥ ‘
= o* Goootoco Oo oF mooooocoos oOnscooco . S
SO : — : 7 malt ea oo wf erict wie SH welt rid
Z o |Stancsatan ~ Lo” HnFAOMOMPM fo sie eee eM MORM LL, eee a
x fee) 3 Be ba? Fae a | Pose Rb i ol Oh fee Se ie oes 2b seecea
& |gooowoce | aoooooooOL oOnococo
| tO ARR ORU MHS ZOU M NE DKHNAMOAREOR HMR AZONCR NED KMNAROD 2 Om
— gee es — — eo P ais . SS _ eS 2 ‘ cal ne Zone 1 aie or poate ep A a =
Fo.io XLI. TABLE OF THE DIMENSIONS AND
Of Three :
PARTICULARS OF EACH DIMENSION, Decks. Of Two Decks. Frigatets
OR SCANTLING. cuNs | GuNs | Guns | GuNs | GUNS | GUNS | GUNS | GUNs | GUNS | GUNS
110 | 98 80 74 64 50 44 38 36
— | ——— | _—_—_—| —] |
WINDLAss—continued. . Lf. in. ft. mn.) ft. in.| ft. in| ft. in. ft. in| ft. ind ft. in} ft. in| ft. in.|
LON. +e ceporarccceciene eels eee eee eee eee . . aoe eee
Middle spindle.......+. } sence in the middle a
diameter at the ends...
avelsevicods fONZ.cccpocssdoocmioag ey
End spindles fame diameter in the middle
seoscecveesediumeter at the ends.,.
Pall HOOps .,.cccccocccccccccsescoccrorsseee. oMmUmber
Each.. {oc coccccccssescee bolt holes... number
sito Gale ceiccdu colswenuins sais cetpte wets CEUNUELer
Brass Q“UAZEONS ..cccerccsccencccecccrsceresseageoeres
But if rhodings to have bolts........+...% number
diameter
CREEKS Hick dn oc cdtedcoevegscdancancseerocdens Menver
thick...
broad...
Bolts in number
diameter
Bar holes,..csecsesseeeeeeesenenumber in the length
square...
Hoops on the ends,....sscseceesssesssveseethick ..,
broad...
Elm or fir facings..... edteccesseeges .thick..,
Tron palls..ssccccccceeccssocesccsccevesegeesenUmber
squure..
Upper palls.....cssqece-coscsccerseesececveselON Zoe
Lower palls...ccescoccseccscscccsersccesssees LONE oe,
: Sop te oe's so beaines soeperasessimniics
Pau. Brrts—Midale J RG NS SR UR on Gk
codiclaaestadasoad pee ssscesOLOAG. tt
Side ones
Br ca edietes os Daa aa coetiade ved caatieedted
Cant—from side to side at the windlass bitts.......sguare
Winch—Abaft the main Mast..cccccesecsecsseecseeceevooses
BaRG ha 2 otic chasks osndonsccecctnas cae ssh otonne OE DOeds
thick ...
asunder in the clear
Spindle... .sercescccscsercccssesses up from the deck
diameter
length...
CHOCKS....c,ccccccscncccsevecsveccvccsevoves LONE Soci
Inner end...... io ale tie sidsiatele’e's.cjat ertelne sChUMREL Ge
OUEITEHG: saeenas vcsh «cece velee's . diameter
Floop on the ends.....seseccccccccessevees Lhicksoes
broad...
Pall HOOP. ssecnsasegescsperspecbocvcdrece cc slBiChceds
diameter
Pallas .cccow pc cocsvobccsscccduvassesvp rosa harem
long ..+.
DOHMEGe checce de nail catback sciecdecdscnceeosscfhiaReten
Knees against the bitts.......sccessceseeesSidedse,
SRETIE vn xciune bins + opesune’ ssastunsotpads esse MOM Ii oe
Bolts}in ach arm. .decsesacs tevcccccehoases MUMUED.
diameter
MOA ROVOZ EMA MOTO OUENKK CHE RBOVOZEPR-ROUMUOMD
Q™UACOMDNK
QUARTER DECK.
Quarter Deck—One or two strakes upper edge....thick
CramMps—Lower Cd ge... ,rccsccdeconccessovoccgdongeesenthick
broad
Ti DRAMS .. SacWo balonccncsdescanssch ctveiaens eiswabegestQ SOUNG UD
plank thick
no >
oo
won
plo
Ser:
SCANTLINGS OF SHIPS OF EACH CLASS.
A SS SS RSs
| Neo tle wo mit No, cit eet molt mile enon ole nade od one
s riled tilcr ct co Hid Nfoo ule Ist
doors Zs s oe ee ee Be Se eee Soom es Riana naling t-he M ae Hk ae
oS ~ S ~ > ~ ~ =
[2 g Stoo CNC BSS Ca”"co8ococS*on cood SOOMMOnRHOOCOCOCOCOObG OM” oO
q ml ee tnjoo wo No lt Mca eit Hot mica ~ 4
“Big 2 Op mie? OM 8 Oe Oo BR Oo 8 C2 Oo. 9 LS a Sm AH OCOMAAtACOMOHKAMOMONMOONRME OS
ot ce S SS e ae y $
FT“ /RtOC ot 00 SSO sa Cn ”~o®oocosé oe FHA =SSOCOMMOEFHCOBOD COC oO OH. Oo
RT SE LS TS SE — a SER © SER IEE a RE 0 | ie eae <=> ol Cr "© naeeaieemen eee setae
fo en} ht Ya ka
eope nce tenes § siteu cs © ‘He Cede yitee te stile “eo fe sts den sQeyeece ge? CM OM PS Ho. = ei Kio eee
Le Te Sg o ete ee Be 0 kt fe meth enec s Se es Pe 75 o—e i
: ' “~SOMMOSMDAOCCOOCOCOCOCOOOHEO
ee a eee Bo)
‘=
~
3S
=
* OE, OT TE A eS ROT eae Oa SORES PSTN ART RES ~~ Deeper case = amemmenner > cae ee EE EE Ses ee
x a oe.
of Se eae : : ee : 53S : 253 : : ef Mee
oa Sees : : : A Se oa os : : riage = > ba oe es
ae mI Rd AI ma ool es en n
7 Lol|Banamaan a) oR ESeSa gn asd Sa omnno
wo oO = . = 2 oe 5 3 —_ ee Se od - Se ge ee are S20. *e ‘eo, Wtese +e
2 iS . s. 3 c 9 8 ee 2 Me SSS SS seen feos: ce
‘= FOlIStOONnSoOMNoHhoNSosonSogvosos *onsnennsd °
Jp} : colt ool cols eat eo
<3 = 7 cal rl colt lea
4 ee Sy oe ee oe CS Eee Pe
= o 3 3 3 pa > =a 2 oa R = 3 eke eS oS. Ot sft ieee at as ae
2 SB: 8 = BSS EES SS 8 See a ee eee
5 ke IstedGdanetas see sut sie aesnsisekmbe
~ SO .
& rz) S
= nS SS eee ee ee Be ee ek tk ee a Pee oe mie eee tly tae pee ee
aed bw . 7 © 8 ge 2 *@ 2 2p? = oe Fe SO P- D S ane So 8h oe Se Co Re Se ne Ce me: te Se Yen ee ae Fal ew ea Se 6 Mis en es Ma ws cal « fe
a & ee ee Se A ee ee
. oO ;* ee
wn Bemis ie sie $ Re a . a ae Soe S oe ~ is see be Ee os fs is Boe oe ro ee A ee ae
Qo, fx 00 ee 7-< § Ss. 3. itt & . e a tat eo oa oe, . = 3 ph tee - : > S 2 tes s
=
n aealk
ss 3 4 on ea re : > se 8 2. ee” gk Se ses . ae © as ip 5 iC eC
roa RSlec “+ “Se tke sp © . . . oe; 6s ., ©, 2e Bs. Ss Be . . es se Ge ee
5 5
a =
n nar}
co Zan Bee ee eS 7 8 ° ° Re &' ev = «2% . e a |e: ae aa eS . . .
& ga\bias fy ae: a. a 4 F pnt pliean te «esl ole. Se a Rete nee ets ale at oale mae re ste 2a tS
ee
72) ajo 9/0 Ib c+ pos) cal No
‘pyng [Ze PERCE May: “Slee eas aoe | heater pots oars Ban Oe ee ae ee a
_— yj, 0 = he ew) =. > oe Ss .%6"°"e 7 1. . . —
o “ADONMNOEEOCOSCCOCCOCOONS
< ico ICO bei] mar \o0 colt No
wyng 5 ce eee ew SOM SONMHAKRSNHAAHOHVORVSO
Sits fz ae ae Pe a Sao. Sareea eee S
lg “=SOY¥mMonHooneoccoocccoato
GUNS
24
ft. in| fe. in. ft. in| fe.
- mit Ried HA joo 20 lt lt ole
oul} Zo eS Sf aye tw Teore tog sce 6 o relne ee 0 eee es 2 0 om ome Mh ODEO OOO NAO OMS eS
5 = SW ge 8 te Mes oe me te SS st somhengs 5 cel ct see -S. Sae fms. nae oF, Ss
© =OOHMODMDHOODSCQOCCOCOCOCONR OC
.
.
.
.
tee
.
Bee
.
.
ee
.
See SOS an 8 Se a ee eh iS en SF Oe Th Ce) ee at Oe ep ae SLR ON
ft. in.
0
0
0
0
2 aa on
Zo 226. 2 ° o s'me. 8 oe, 2 ae ee | ee a a b. . eo. eva . ”
Bien ba: fat Bio 5 St Se ae Se eee ot vets Seer Boris s ee gee meee
o oo oo
Fp (oie (ol
UPS Re en a etal ae tae ee ee ok 53. Sees
|\s* acess pt oe Be Soe his : tet emir se fs 8 Gus eae see sos ee wee Be “ats :
St. inj ft. in) fe. in. ft. in.
a RT OS Re
ROR REO DUMASZ OAC MHD KEN dR 00M 0 DHMH EZONOMHN EDM PENZHUOONEO Wo Mao
_—_—_———_—_—_——_——— are a
Fouio XLII, TABLE OF
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
Of Three
Decks.
THE DIMENSIONS AND
Of Two Decks. .
Frigates.
GUNS | GUNS | GUNs | GuNs | GuNs | GuNs | GuNs,| GuNs | Guns | GUNS
80 74 64 50 44 38 36 32
Quarter Deck—continued. - in.) ft. in) ft. in| ft. in| ft. in| ft. in.| ft. in.|ft. in.| ft. in. St. in.
Height from the upperside of the plank (afore... | 6..6|6.316, 916 6/6 6/6 2 ad
to the upperside of the roundhouse ;
beam at middle gf te romalouey | 6.916, 506.11 16.816 8.16.4 )
Height from the upperside of EUN ports | 1.8) 1. 81110411011 741 611 9] 1 17 £2 Ge
the plank to the port sills... U carronade ports} ... os 0.11 0,11 2 ve {O11} OIL O 11) 0 11 JB
Gun ports............2umber on each side ......... eight | eight | eight | seven| six | five | four four | five | three |C
Sore and Ufteereeeveeee | 2.9/2 912 912 O12 6 2.6/2 6)2 6)2 5/2 4 D
ECP i sverreveverersserveercere | 2.712.712 612 612 412 4/2 412 4]e@ A 2 4 iE i
Carronade ports on each side...... NUMDET....000 ee Me ie AS A «oe | four | four | three} two |F Tt
Sore and aft...... SRS aa ee % oe “i 3.4/3 4}3 4)3 4)G
deeps..\ sewadt-t..,. eh) LAE ‘ nis oats wae eth ax | tse 207 Pet ee ee? jl
Pong Siusxee ee ssa. CMS. § «awa cb. pope's ders w» {0 610 610 6]0 6]/0°6]0 510 5/0 510 5/0 51f
Lenetu from the aftside of the midship stern timber . on:
to the foreside of the foremost beam......... see | 107 0185 0 95. 6 90 0 |76 0 }76 0 76 6170 0 |65 6 66 6
Beams.—The quarter-deck beams...2.45..4...sided.eee.... | 0 10 | 0 97,9 10)010}0 910 8/0 9/0 9/0 830 8
moulded.....] 0.9/0 8/0 9]0 9]0 730 7/0 7H0 70 7/0 7
The beam on each side the capstan..sided......... |... |... re ans Ste we |010]/010/0 930 9
In HUMbEL. As cage vedic» Gelbdecodbel. cess oe lie. 30 24 26 26 94 | 99 24 22 22 22
Number of bolts in the SCATPhS iiss dereress sresveee | enght | eight | eight | eight | eight | six | eight_| eight eight | six i
diameter...... roe | 0.03, 0 03) 0 OF] 0 03} 0 03] 0, 03] 0 OF 0 O20 02}0 03
Breast "bear sos...» lcsdo+ 04h0-.s8déd oh... 1,4 71,.3 $13 $1.3 B1..2 flat fied Pie eee
cS TR ag 1.1} 1 0} 1 1] 4 1) 0 114) 0-11 | 0 113} 0 113} 0 11 | 0 11
RANSOM.» dtidest=.csobasicsoesph pos dgade do. AED a5 iksn' see 1.07.7 YO..7 10.8 (0.8 | 0..7 10.7 $0.7 1 Oth OnT Boum
Round up agreeably to the lights below, and moulded as broad as can be gotten.
One iron knee at each end, to cast under the ;
beams, anti...3...4.2. oe deere re DCIBNEeresereeee | 2001200121012 1 O} 2.0 Of1 3 14/l 3 21]1 3 21) 1 3 Ol 2 14|0
To take two bolts before the gallery door, 7
diameters... | 0 03 0. 0Z{0 03] 0 0210 of 0 og 0 Og] 0 03) 0 0% 0 0%
Thwartship arm to have three bolts, and be long enough to take a bolt in the timber next the side.
Every beam tobe knee’d ) Hanging knees, sided [o 8[0 7/0 71lo 710 G0 6]0 610 6 0-67 0.6 Ty,
KNEEs, < ateachend with! hang- > Hanging arm to reach down upon the spirketting, 6 inches.
ing and 1 lodging knee. Thwartshiparm, long | 3. 3[3 3/3 3/3 313 213 2/3 0 3 0/3 0) 2 10 |Z
To have in each knee, bolts......in number s.e..e. | eight eight | eight | eight | eight | eight | eight | eight | eight eee | A
diameters....... | 0 O03} 0 O00 0210 OZ] 0 02/0 oz} 0 020 oz] 0 03] 0 0%
Log iine nees. sesso ssdeoaigs8i@ed-c.0dbec.... 10 63,0 6/0 630 61/0 6/0 54/0 6]0 530 50 52
Thwartship ATM aoserssserersereeeLOMBesroereeee | 3 613 613 613 613 413 413 313.313 313 9
Side arm the whole length between the beams, ;
or for three bolts.....,..........diameter....... *» | 0 03) 0 0%) 0 02] 0 0310 02) 0 02/0 02/0 OZ 0 OZ 0 OF
Ladderway before the capstan..,..fore and aft... }3 213 013 0/3 0/3 012 9/2 812 8slas 28
thwartships.... |} 5 415 415 2/5 215 9 5,..2 1 d.0 | SO Rea ? 0
Gratings abaft the capstan to cabin bulkhead, ;
and there athwart........ be pggeodeaneyig revere 15 015 015 015 015 Of 5 0] 410] 4 10] 4 10] 4 10
CapsTan PUINEBS doves. 0h s0n)7o0delsa.ssei thick Les... ses oe ons , : 0 61/0 6;0 6/0 6
: broad. sodse: ane : p 3.0 1°5).0 8 SeeQ Thee 4
ScuTrLes.—To frame a long scuttle oneach side the main
mast, about 22 inches in the clear, and one
scuttle on each side abaft the mast for top-
tACKICS.sssesssseeeesereeeeeseeeeSQUGTCseeseee 13 013 013 013 013 ole 9}2 9/2 912 9}2 9
CoMPANION over the cabin........eeseees Sore and aft.,. : “ ‘ ks [2 8/2 8/2 8/2 6
Outéide....2..60 30.1. OPAPP +» Uthwartships..,. ; Ae as ne 4 414 4)}4 4}4 2
Car.inGs.—Two tier on each SIGC........,.0000+0sbr0ad,,. ; eos | 810 GE
(In other ships underthe coamingsonly) deep.,,. | .. - |0 6}0 52
AFD GW aye> Hebe ee ob loccsesbecceseoblie sche broad. as 0 510 41
Ease he nes wv. 10 4/0 33
BRacE BIT TS .440.4+ssesee0eeeeAthwartships ssccseeseereee,,, 1 2)1 271 @)4. 241 @11: 144. 1)1 eee
Head squares..ccseseeeereeee | 01010101010) 010]0 910 910 glo glo glo 8
Heads above the deck......... | 3 913 913 018 913.716 283 2 he 2 bee 6.
Bolts in the heels, diameter... | 0 03] 0 Cg] O 08) 0 03 0 030 03 0 03/0 030 0} 0 Oe
Three sheaves in each bitt.,.., seeveesdtameter.,.. | 010}010}/0 9}/0 9/0 9]0 8/0 8/0 8/0 8]0,7
dnnep sheave.ss...ccpivsoseetecoircct thie ve Ee 13} 0 130 1310 130 i2]0 1410 12/0 13,0 aX O 13IT
SCANTLINGS OF SHIPS OF EACH CLASS
jt. in.| ft. in
&
n =
. 2/8
& Oe Jas
a aa
71S ain = eee cn tt
& Zo|s L
= ars
— & sy - ' :
z =
o Z|
= ost].
ie
n ~ eS se eae ee OC e Sees ee -
Z Se tee
& Lola Dee:
~ om 1s ;
& ZS \s
40 oo
& ee ~
= a
te
n
is]
ia)
1257
fi.
TONS
wyng 1241.8
see le ole
‘un | 2 |S
-ueSiuig |s-|e
- <r = ol Ha cs
assan | 2. |-8 Onw » OOn =o ©” @8StOSCSOCOGR
tea SR * s
“quiog | 67 e. noo 8 ooo oo anktoom oat +
> —
; HH Hea Oo olt ot unjoo mice wlo
p ONMNm COM ©
yoexy [2 o|8 com . ano Se oe a os
~_ . _—
yeruuog, | & moo ooo ao Of Cw Ah CON OAT +t
= <a
rwajo 1 Z & = sons orun Seon = Oo »m @O§oto COO r~r"7mO nto aeton-
2M J iZoaol™ - He 2.8 taal — 5 = =
doojg | e o Samo nooo 22000 Ose asoom ont tot aa st ocomooesc
Ss ee “ee eS eT SS
: el colt o ole rales cal elt colt mia colt rid
§ ete onon i Son moe ok otgno onon rm co aos ownoonre
‘ 24/5 ai nari any A at oO Ss = =
8 cian Ee ao -masmao.mooo', co900 min Of CH ARCOM. OAT AHO aa st =omooo
hy i]
r col thes cole ~ or colt nlo
_ - |. Ox_vtt orton Conon, ,oore yo ee™ os onan one mano aoo conoonr-
omy oO. “ oe ~
Joe fe Hotantmaoc cooo* "once “~- oO SO mS oe ie oat. to st ant -m=onooco
: an . ;
AnoUOMmwODe MASZOnCtne «Dp K eR NSROO BED Tas 2A - Oa ne |
ee en = 2 » mn aren . TT a TS a ~
Porto XLIIL. . TABLE OF THE DIMENSIONS AND
Of Three
Of Two Decks.
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
| QuarTer Deck—continued. . . in| ft. inj ft. in.| ft. in.| ft. in.| ft. in.) ft. in| ft. in.
Outer sheaves, tWOverececsecsesveegeeeseach thick | 0 13)0 13,0 12/0 12/0 12,0 1280 19,0 1jA
CROSSPIECE, vcs pecocevadeccscocepsoevesabecessastiescsescsbroed £0 840,840 810 840. 7310. 7H 0 Fee 0 7 |B i
deep. }0 610 G}0 6/0 6]0 6/0 6/0 6/0 6/0 6]O 5zC]
Upperside above the deck......secessovsscosasens | 2 0/2 OF 2 0} 2 OF 2 Of 110] 1 10] 1 10] 2 10) 1 1OjD
Ends without the bits 0. .cj:.cccccegeccouveuboceces P4841 841-841 81.1 81-1 611 6 Pee ee
Coamincs—Ladderway grating, and for cap-§.,...broad|0 9}0 9}0 9}0 9/0 9}0 8]{010}/010;/010]}0 9]F }
stan partners to be in one length... 2 ....deep.. |0 8{0 8}0 81/0 8/0 8/0 7/0 94/0 9}0 9/0 8jG]
Scored down upon the beams...,ceccccoccssscacee | O 140 1/0 17/0 170 140 1/0 140 170 O10 Of Be
One bolt in each beam.......esseeseseseeediameter | 0 OZ] 0 030 07/0 02] 0 02/0 OF O 070.07 0 0f7,0 OFF |
COMPANION frAMiNgecpececcccdeccevesceosecsvecascoscethiChiees ae 0 4}/0 4/0 4/0 4 |Kf
To stand above the deck <i) .ivetccsyeoesssugheosees coe 0 9/9 9/0 9/0 giL}i
Bolt at each COrner ..sceescccccecccevesese diameter ace ane eee - [0 07/0 07 0 07 0 OFM]
STEERING WHEEL STANTIONS}..ccscqaeetscecsesscocsse,brodd | 1 3U1 2)1-2)1-.2]1. 1] 1°14 1 I eee ee
thick }0.7/0 610 640 63/0 64/0 6/0 5430 510 510 5j0
Heads above the deck....ccosccccceaccsscccvnccccee | 4°65 4. 414-014 014 014.013 618 SS Oise. @aue
Barrel.ssscsssccsescscereresscvsseslengthssrrseseee | 3 Of 3 Of 2 O12 812 612 6/2 4/2 4/2 4/2 3jQH
diameter | ri 12 442 4/2 2912 212 OF11011 OPI B13 Bis Orn i
middle |2 2/2 2/2 0/2 O{110]1 8]1 7]/1 6/1 5]1-4uS i
Spindle.....c.ccccscsecsoccsvecccvssssesessesessqguare | O 210 2/0. 13/0 13/0 120 1310 180 12770 180 17/7]
WATERWAYS.ss..ccecraccossescceces soccvcccsceeathiCkseecseee 0 440 4/0 410 440 4/0 410 460 400 BAe 4 ite
, bearded back | 0 03} 0 03] 0 030 02/0 03/0 030 O30 02/0 030 o3|X|
Fiat of the Deck, to be of Prussian deal,............thick }0 31/0 3/0 3/0 3}0 31/0 3}0 31/0 3/0 3/0 3]Y)
except English oak plank, which is used next |
the waterways ...scocccscoereesstrakes in number two | two | two two two | two |Z |
SPrrKETTINGC—English plank.......sesecese-sovvsseesecthick | 0 4}0 4/0 4 0 3410 320 340 3jA]
QuickworkK—between the ports ......sseccorsescesseeethick O 230 230 23 0 2/0 2/0 2}0 2 |B
ROUGHITREE BAlLoscscdesccccscbesedoucdscsenstetcceecesesDroud eee 0 810, 870° Si 0. 7 .Ge
deep oo 0 50,5 20 Ste 6-18 i
Underside above the deck .....,.ccncccsecceacescce : 3 9135.7 8.773. 6 ike
Tron Work to Ports— ((......++2..Ring bolts diameter 0 14/0 10 13,0 ZF |
sevceereverehings in the clear .. 0 5,0 510 510 4G]
Carrqnade Ports sssseeseeces Lyebolts diameter .. 0 1/0 Who wlo 1 {HI
sovceesceece Heyes in the clear.... Ad : 0 2/0 2/0 2/0 13/1 |
covscesevere ting bolts, diameter | 0 13)90 13 O 13,0 1/0 070 1470 12/0 12/0 1/Kf
Gen Ports secceeceoeeedvings in the clear., | 0 44,0 4% 0 440 4/0 330 440 44,0 4110 4j/L
“eee eee) cvevceeceeeekeyebolts diameter... { 9 12}0 1% 0 137;0 1/0 oO7]0 1270 13}0 0 1{M
sovccvceccee Leyes in the clear... | 0 19/90 1% 0 2/0 120 13,0 130 170 1370 WIN]
SCREEN BULKHEAD—Stiles ....ccccecsccvesessecsseveeesguare | 0 6/0 6 0 6/0°6;0 52 : }
PrrLans—Square at the headl....s.cccccssssesesscessesececee 0 510 5 0 5;0 430 4!
Squaye‘at the heels ..ccccacsvessesguesediitaberae. OO GTO 6 0 6/0 53/0 53 |
"TRANSOMecccscccrecesencevccccenesyncecesccoscoccccceccsasshClp 0 610 6/0 5/0 5/0 5 0 430
Knee’d at each end with one iron knee...cwt.... 14/1 1 7 110]1 10 1-0 14P
Fore and aftiarm .osh.0sncghpaecsedtetensoaMBnes L HRM 6G BE Se? ' 5 O15 0 4 9j/Q}
‘Tirwartship arm... 04550 0seauccsecaeqsss dees MN Sere 6|,3 4 3 3] 3: 3 3 2jR
BOMB I io.0sstapeccsesdevacecwne soccedngses sti gumiier seven | seven seven | seven seven |S
diameter | ap og ae | 0 03,0 03 0 OT
Transom above the taffarel............i” the clear | O11] 011 010 jU]
broad 011] 0 12 0 10 |X]
deep.. : a +s aes os 0 440 4 0 4/Y
BREASTWORK—=STANTIONS, SQUA@LC. .seccecsscveceeresseeheel.. | O 710 71/0 710 710 710 6H0 630 6 0 61Z
head..| 90 610 6/0 6/0 6]0 6{0 5310 530 52 0 6HA
Rails..c...cascocesccvsscscccaeccsccecsveceece thick. | 0 $79 3/0 370 370 340 31/0 370 3 0 3{BR
Upperside of upper rail above the beam......... | 3 6/3 6/3 6/3 6}3 6/3 6|3 6/3 6 3 41CH |
Upperside of lower rail above the beam......... | 0 11]9011]/011]/011]011)011}]011]011 0 10 |D} |
To have two sheaves under the lower (diameter | 0 64/90 63/0 610 61/0 640 6/0 6/0 6 0 5JER
rail in each stantion the fore and - 6 Ee
aft WAY...ssscssssossccesecsecsssoesese Uthickness {10 1/0 1tf/o 1/0 1/0 1f0 afo 1/0 tle 1]o eae
Framing round the ( Newels or stantionssguare | 0 44)0 4310 4/0 4/0 4}0 4/0 140 13/0 Hilo WIA
Ladderwaystobe of < ...... stand above the deck | 3 6/3 6/3 6}3 6/3 6/3 6/3 6}3 6|3 6/3 4j1 ff) |
wood or iron, viz. 0 3/0 3{0 3]0 3/0 3]0 23/0 1/0 b]o dio OKR
FAUSS spveccadsanessnnd LAICI IN
. in. ft. in,
n.| ft
SCANTLINGS OF SHIPS OF EACH CLASS.
+3
«9 nnn en eee eee ee eee
: 2 41.8 |
pyped |ZS] .
‘he 1 po dh ae Sian Garant MS Nome BS Oe os i _——
:
n 4
af ZO |S
co OsSla
Ciaaes © aiell C3 Pah SRE ihe Se bs od pS ao
nm 5 eit
o n & ages oqd ae
3 «LBS *
3 z e oOnagano
~ > mit
o 2 & a tOM NO 4
s+ .
= O40 e. COMARRO
BS
lan sn
a ~
oa : wo
a g3|* Ononor en
as} © re
a i)
A hem th La)
2 = eae aR raat erence <i reece“ Damme ree aa
3 om {8 SNMOOCCHRm
5 5 8 &
See ¢ =OonQenO ;
RD echnneSS “Taper “fr aR RR at ee a ney fs -~ samememmmeernon mde eananene en ee A A ee
w =
. Zz ‘= Oe gree 6 ee
Jynn 75S). RS by or Re
Sad
o 4 ’
N a : oe EEE
*19}}0¢ D § oe Seige ous ;
-31ug Da]; oie Se sas os
. & oa
ae Zo |S Sent eas Ea:
-ue3is a 1a; Se ted ard
a: Oe ) e
PS mist RI |
*[OSSI A Za SS . - a e e e -T9o90 Q ome
s a Lee faa
quod: 13 ze “coo O°” 2 eS ty
no 2 F mild mic
yyoe g2|® ere ee lie a nN oO
2 > we hs we eee Met rea 4
yarns | 5 | as . ooo ° bo Pec
No elt oat hilt mice FA mjd Ned lo mile No mit NY) y i I i)
eM jo |e. ESOmamonsognentnornm =a ON grote nde SOC SV SS HtomogsSnamintanags Seas
— fo) R
doojg [8 EocConsmcoceococoomannmcocoeg Sooo omoccocococ so SClT*MBSSCSCDSCCOCOMGCO como
; ame Too elt le rit He elt Ro mld Nl@ mie Tg rs wid Hie
zB Sa SRotwanS San Foto nnmrader eMANOMmm eS UM oHMer FroosSoatSutwos SHae
r =} ; ° 8 ie
2 ° RESCH HSCSCOSOCOCOCHOMAAHOOCOS ho 5m mo SKS Oe O_~tMSSCSCCOSCOCOMCO como
i)
on Nfo HIct melt ed rs) eS Oh
& 2 se Ba SwotanS San Sotonod tam eONRMHOM Saw mma SoaoasSaatSumso Sma we
§ o
3 RESSCSHMOSCSCSOCOAMOMNAHKADOCOSo SoD KCOMeOCCCCOCC SO ofumSacccccomco oomo
| <H00RHOR ue AONE DK N20 ARROT—MIEZ OCR RE DKARNIROAR ROD eM |
Foto XLIV. ' TABLE OF THE DIMENSIONS AND
Of Three ;
PARTICULARS OF EACH DIMENSION, Decks. Of Two Decks. Frigates.
OR SCANTLING, GUNS | GUNS GUNS GUNS GUNS | GUNS | GUNS
110 98 80 50 44 38 36 |
H QuarTER Deck—continued. St. in. ft. in.| ft. in. ft. in.| ft. in.| ft. in.) ft. in.| ft. in a |
Upperside of the upper rail above the deck..... | 3 0] 3 210121012 10] 210 A |
Upperside of the lower rail above the coamings | 0 7 | 0 0 610 6/10 6/0 6 B :
J , : broad...'| 1 O'} 1 11 10/010}]0 10]0 10 (On|
Biocks.—Main brace blocks, one on each t. Hebd 9 ito 1:86 ee D
ee iameter....e. | O 11 | 0 11 0 0 0 E
Three sheaves in each.....ceeeees thicknéss..... | 0 141 0 * 0 re 0 2 a s rom |
Transporting block, one on ( deep....... eeveceees yas wee ie. vce £0 10.00 DOE Lo G
each quarter, fitted vin mi eH Ree +e ef 0 O FO Om a Hit
One ShEAVE..aseccscaseses s (ERICK ..cvccccvcccses | eve oo es we | 0 23/0 23/0 22 [i
Cavil head blocks........seceelOMGscccccseossseeee | 4 O} 4 3 eee
Tigetor fern cach ade thick)... jieeeccooe sO. OupO 0 0. 6}
Ate TRE bound-House a ACEP revecerevcsscnsos 0 9)0 0 0 72
et" CU diameter. .ea.. Bcehsh 02491, 0 0 rete
Four sheaves, each in.........£hickness..sseecseeee | O 19] 0 0 Oanl
Each block to be bolted with four or more |
DGS. .0-de0s Pater Heme diameter ..ssesceeeee | 0 0%) 0 0 0 03 1
Suor GarLANnps:—The same as on the upper deck. - hl
IRON Work.—Ring-bolts......sseeeeeseeeees iametersseees | 0 O08] 0 0 0 02710 1740 1]0 Kit
One abreast each port in deck, rings in theclear | 0 37} 0 0 0 3110 3310 33/0 Lif
Eye bolts along the spirketting ( number......... six six six six | five | five | five MIE |
for running rigging abet) dmetr Oo 14/0 0 0 13/0 12/0 1210 Nip |
the main Mast ....cccccesecee . Ceyesin the clear | 0 23) 0 ) 0 2110 21/0 21/0 Olt |
Eye-bolts, in number two; one ¢ diameter........ ate oe ix - [O 12,0 1970 Pit
in each midship counter}
timber, mizen sheets......... Ceyes in the clear |... ons AAS ve | O 2110 2210 Qit
ROUNDHOUSE. — ;
ROUNDHOUSE J sccccesicccccncaecsecene hacenrOGedOthechacccees pl. . 1 et 1 1 0 ee * Ss Rif
; thickness ....+0. 0 410 0 0 4 . , be. S
Crames.—Bearded at lower edge t0....seeseereeees A Peer 0 350 0 0° 3 eae z i. Tih
Bolted with Dolts..é.....00eseeeeesGiameter seveveee 0 03| 0 0 O OR eve ; & Ulf
Lenotu taken from aftside of stern timber to foreside :
; of the foremost beam..... BP ean Shor sesebecesees 100 O40. 0-159 ydakaty | Bacy: ES Bsc Xi
BEAMS...sceseaecessececeves secbevccess to TOUNC UP..ecsseeeere 010}0 10] 0 0 8t i “hes .* Yif
| plank, thick ........... | 0 23} 0 24110 0 2 Aes bs | Zh
Hescur from the plank to the ¢ carronade ports...... EO LieRO 1 RO 11 ett
pOrt SillS....secscereree UQUM POESccevvcesssesee | vee a aie i s bee Alf
in, NUMDETP..sccecee veooe (807 6] six | 80r6 two ;
Carronade pote ire Gnd.aft..c.ceccoeet 3 OF 3 OFS 2 10
MEED eecsececesecenoceses aT ed Be. GO auto
in number....+. eee eh ves at ws “a ies . Bi
Gun Portsnennnnnennee fore ANd aft errsdecisdss Pe ate yf ge Cc
BLED passa svevets steeeee | ove : “3 fe oss aaa eee |Dit
Portpsills; .weavesveethovesses a eee Soret veee ewe 0:79. hO “ORO 9 0 9 i i 7 LE
BEAMS,» scseaveessees Ne DCU SAREE Sided .ovhecsossecpricsess O° 7 FO GIRO. 7 Gn G ri a8 Ff
moulded ....40+06 siceoee LO GHEO GRO 6 O 5Ep. -.s0 | iben ites G
im NUMDEP. e006 ese 19 16 15 t. ae. | AIP
Breast Deam..sccecccccceersSiACMscccrereceres peewee 10 £0 11,81 O11 eS... tee Fi IZ
BLED acevbsotttelanseiee 0010/0 910 0 9} &.. a “ KI}
TRANSOM; ccebeansees cp vesscedfvusssdesClDoawshe execs cade .|0 8HO0O 7310 ore ¥e ae. Li}
broad ..h.ss.e0s spessese PO 11 £0 10 70 0 10 ‘ ‘ M
One iron knee at each end ; fore (cwt........... | 1 1 O10 3 21) 1 1 0 O10 3 21 fe : |N
and aft arm to cast under the
beams, and take one bolt } Bolts,number | seven| seven | seven seven | seven |... 2% die Oo}
afore the gallery door; thwart- eae
ship arm, one in the timber )
next the side...ed-.00s0> + Te diameter...... | 9 03/0 03} 0 0 O28 ..; g. Dis Pa
Knees to the BEAMS.—Wo00d........s0000e000 Sided..,ee000. 1,0 530 510 0 4 il
Hanging arm to reach on the spirketting ........ 0 61,0 6/0 0 6 :
Thwartship arm... cos.sc.ceseceesees SUONZ.thosceee 2 DES 7h 2 6 . i)
SCANTLINGS OF SHIPS OF EACH CLASS.
A
| Zo ‘5S
‘doog joSle |
& .
eee
n &
‘Sug | ZR |.
= +
[Erle
“19UO0YIS
TONS
133
ft. in.
uv: =
. oe “=
pyrG 15S! .
& a
LL LO
x mist ~ elt
- on 2; atmo oan mt Dodo : °
a ZS er. ro) m 8
co oO 1a (= | feo Me.) bs a) fF. ~
a ~ = too oS -OGa606 °
a
t: rote mica Hie RI —_ ol ;
os 2 © |. oYMO Cem ot outs an s o
— _ -
Tc o . — oe Lee
to] oo &
s : ES —o Soo oO coco, & °
—- : ols milo min = oe
8 2% |S eotnano aan © 30 4 a9a> § =)
i es a ie &
= oS fa “=oSS goo CO coc0CoO- 8 °
‘ = \
x mes mie Ts) oO Ri
2 0 1S otmSo COG ~Aaatrnwo CAne 5S °
a o= oan SH Lol 5 ‘
= ie © ls =coOoS g9o0 4 “QaACoCo .s=sd6o5 3 ro) a
nm valet rca a rio &
nos atmo cog om Aanatrtnain Cano = °
s zo Be 9 = <
a 4 / > = a y =
= Sala mooo yoo = “a@aaeooo sooo 3 °
— > —
4 * = oo ar oO nyo
2 gr [8 —-tno con om g Wath Loans s Fos)
i) oa ].- ‘Ss a "See
al Kon “coo @oOo = PAnooco waooon 8 °
> =.
lgol5 |
° any wt veka ae te = Facet Mees et eee Sel iiee oe ae g . bs
png | 55). Se Ste oh EO oS a Aves st sees
ied Rar’
: le _ [8
DIN) lawl pide ar es Boas tli Pa ee a ee ee oe eee ee ;
fay >a ° Sgt mers dee: > s : wpcers, xs : : tm 28 PS
mad [8 oe
es nS a ee gg es See le ee ee ee a eee
n ee
aug le 1% 2 ':GI2 ees - SGatea~ . Sige eT Ta! Teal + 2 3
-~ueSug | 3 “|< aka Te ade. ws * ate > 6. wo Ae 7 Olathe ae me | Oe ha ° : :
ee Se | Ee ee ee ren rn TR ee ese a i ea eee ne ee ee Sm If
‘jassaq | 2g ls Se GS Sty. SS a a hn ae :
. 5 . eee oben eer bd 3) ae, SS st Re eats ey ato a : =
ed. he ee
2 =
"WRK Zo|5 SC Ree ees eae S 2 a6 Fb Siete 3 ;
yumuuacy 8 le =» © ak a : : ae 7 es Ps < FS
an Hid mie He colt Blo ee oo ect \j
wey jo |Z, |Semeatvraon om ,o=o = ies eee sae ee a ee ,
. os = Pie ee ab eae P a a Sey ee ee ea ee q :
O° lgecrce cooco$o SOR O6 9.6 x
: melt lt ler Noo foo hyo
Ee EADROGH Ona Sa gor - Pp SS a aes PN Te et pe eo ;
. z t a er, eT - a wee . - - -. . -
a ~ t oS tae Sons > ee wr ar Se ce ee
s So j|kaocscccocce coFcooo oO a ae”
=]
co lod malt rica : .
"ic = EAOCRCHA= AON CM gm a= o Py ak Pee Aa e Fs Ree ate PL tae . ety
7 Le pas me owe Pee 52 Sea ae: a ako tis see See eee 5
[3 BaIooocooooo co ae O° 16
l <m0QuHOD. a MIPLOm C- Memo rN o< SOAS n OR - SI BZ On ee
RE EES RO a
Foro XLY. TABLE OF THE DIMENSIONS AND
. Of Three s .
PARTICULARS OF EACH DIMENSION, Decks: Of Tied Teens Frigates.
GUNS | GUNS | GUNs | GUNs | GUNS
110 98 80 74 64
RounpDHousE—continued. ft. in| ft. in| ft. in.| fe. in.| ft. in.
Bolts in Knee@s....cccccsccesetsccesccsseceves number | seven | seven | seven | seven | seven
diameter | 0 03) 0 03|0 03/0 03/0 0¢
Iron hanging knees to weigh ......4...-.-each..... 10 3 2110 3 10/0 3 21/0 3 17/0 3 10/0 3 10
Lodging knées,....deceedscebenssscadhctneseedy sided 1.0 652) 0 5 FO.53450 50 0 S50 “Ae... oat
Fore and aft arms the length between the beams
thwartship arm long |°3 0}3 013 013 01/3 O] 3 0
Bolts in the knees......cccsdeseccccevsecess umber | six siv sin six sia
Py diameter} 0 O
Iron lodging knees to weigh each......cseseeerees
OR SCANTLING. GUNs | GUNs | GUNS
50 44 38
St. in. ft. in.) ft. in,
OROVOZZSO ATWAtH GAe>
Brace Brrrs—Made of two knees, éach....se00e00---sided | 0 7110 7310 73/0 7310 710 63 ... ane
To statid above the deck’. deewicsalbccssonsdeeerees S019 812.012.0772 100-2 IDE ee a
Scored 3 of an inch on the beams, and _ bolted
with two bolts.........ssscscscscsseee- diameter | Q 02/0 Of] 0 0% 0 02,0 O20 OF} ... Ars
To have two sheaves in each......i00--.. diameter? |}Q0 910 910 810 8190 710 7 ae ‘ae
and thick | 0 1310 12/0 14/0 1230 1]0 1 wan sa
Instead ofacross-piecetohaveanironpin,diameter | Q 1110 110 1210 13/0 19,0 19 ... neh
Companion—Coamings or framing.....s.sese0e thick... ]0 410 410 4/0 4/0 4/0 4] ,,, aig
"Toistand:abbve.theideck..cdedecccooteseccsdeccases hi 10u20 “LOM 0° LOB OnLOS 0.10% (055 Oa nee
Forefandjaftinjthe leari. cd cacsaesteeracsseuniers L Sue - Died BO 2a Oo 2 Oe OE boeO note ao
Thwertshipgan the Clearijsdevncedocbecssseyeesenss 16. 016 095 O15 9915 61.5° Garr ve
TAFFAREL KnEEs—The fore and aft arm to be bolted
through three beams.
Midship knee arm against the taffarel..,..,..dong|7 9|7 9|7 617 617 0|6 6 P
sided | 0 10} 0 93/0 930 910 9}0 8
Knee on each side the midships........+....sided |}0 8110 8]0 720 7}]0 630 6
EXPE HAIL Folch ue cans sUetvoecocbs eccteadoowcsrncters stave Ov0Gd Mi. 2] S00 ta Oty) tae Onl Om crake ee oe T
deep..1}0 410 410 4/0 4]0. 33,0 3% ... eee U
WATERWAYS essceccsscecscccretcsccsrecccscsssssvecsseees thick | Q 410 440 4/0 410 4/0 33) .. tee ‘X
FLAT. decccecccbesccsscceseMeal balecedscceseccsssesvccsucs thick*| 0 910 22) 0.22 0. 2H 0 23] 0-- OF .,. . Yih
SPIRKETTING.i..ccsccssvecccccscdverbvccsecscssscseccetes thick | 9110 220 220 2H 0 2310 2) aa. ves ya
ROUGHTREE*RAIL isis eboecccecsetes oMuanoscs debates beanOroge (20 8 10 6) 0.484 078 1 One8 hOees ihe ir. All|
deep. 19 6}0 56H-0 610 610 :510 58% see B Ih
Underside above the deck. h.s2tt.6. 0. tvee he. 8 BA] B F781 3.404 3-9 1-3.44-79 6 eee aes ro
Birthing up the underside of roughtree rail, deal
thick 199 . 9-|20° Bt 0124 0-94) OO Ome {
Ironwork to the Ports, &.......... Ring bolts in diameter | 9 12]}.0 12,0 12,0 12,0 18,0 18) we Jove Dit
Rings in the clear.....| 0 42} 0 43/0 42/0 430 400 4h... vee E |
Eye bolts diameter.....| Q 12,0 17/0 12/0 13,0 1]70 1 nee AA; ao i
Eyes in the clear......10 2/0 2{0-2|0 24/0 1220 13] ... see G 1 ;
Eye bolts along the spirketting ¢ number .....0+.. | five | five | five | five | five | five — na Hi.
abreast the mizen mast fr deter Ov | O81 Oe. 1 a] Orel ft O..OF D eOZb wee sie'e i
the rigging ....ccieo0. ccovens Leyes in the Clea? | 6. 21 O @10..2 41 0-24 0..2)) Ove l Zt we oe KIL
Eye bolts, two, one in each ( diameter........ | 0 14,0 12,0 12/0 190 180 14) wo ere EEN
midship counter timber for . a Ut
mizen sheets.....cecscssseseee Ceyes inthe Clear | 6 9110 210 23110 23/0 210 2] ... vee Mi
STANTIONs at fore part of the round- ¢ square head....... {0 5/0 5]/0 5}0 5/0 430 43] 4... ahd NI}
HOUSE covchocceserseeseearss NEEL. .devsecmectdes 1 ONIG 10016 10.6) O61 O58 O5e we. vee Oo}
Rid bedside conbasasvncaeten dt eae secsccescsscoevethickh | Q 9110 21.0 240 2310 220 2H ~ P |
Upper side above the beam.....s.cscrecsoveseveeee | O 11 | O11] 011} 011 /011]011 eit . Qi
Upperside of upper rail above the beam.,........ | .,, aide ve vee eee tee _ we RI
F dvdben te g broad 4-9 Go. OO 40-015] O-9R F001 1 § 0-10}. a0. we s |
Marn Brace Brocks...One on each side be ouside ky Si E TA uo 1 COR Deokt *y ae T |
Fitted with three sheaves each............diameter |} 9 11 ]011]011}011]/010]/0 9] ... me, Ul
thick... | 0 13} 0 130 12,0 1310 13/0 14) ... ee xX]
Tu icushontien Buocks } One OMseseeeseesesereeeceesMeepures Omer O 11F Os 0-110 AON Os10 ee ae ¥i \
each quarter ¢ .....00++..diameler | 9 101010]010/01010 9]0 9 sae os Zit
Fitted with one sheave each { cscyovssesathick..co 19 610 310 3)0-310.310..02 wer Alf
FORECASTLE. Hy
FORECASTLE CLAMPS... s0.0s0esee0000. thick upper cdge.....» 10 510 5430 510 5/0 430 430 4/0 4 BI
bearded to lower edgeto}Q 4/0 4/0 4)0° 4/0 330 340 340 3 Gi
OF EACH CLASS.
SCANTLINGS OF SHIPS
t
2110
ols
——
calc mcd Boo mjco mit ea Ra jo mjc nlo cole calc al yet ico mile mo
lgois ;
Sug oka se os
eel a a
Rae n _
a a a a a am Re ee ae ea aa
| sn SUITS IPO a
Ee: S .
‘rquo0YyIS | 6 3 | |. cs
po le E%e)
=) eat
3 fe) I calc alco alt olt cal ecto eoier ole ta ¢
ey 3 * = moo SomMOoaeMMAD ean anand oO eS FAs $NA DoOnon-woon
yyoreg |6o)}. a S
Bo fat 2 on ocooooor«s OO'@ 6 oS C'S SS 2 a Sooo eo Tom ecooeeete
suicumennisciasiglipapnientiastlg inmate thaliana ee nn a ann _TEaEEraamA a Oa RS I a a a a ES TEE, EY TS | RR eae ie ameemrer = ema TE
=o win re} jo} cole RIA cic IO Hee Lalo mich [co col yt eit rick maiet
ZGolSsgone a NOD CMORMDNHOS AMMA A OAS -a 7 SBF MADORDKRHAOna OA
oo OM]. 38° a S =
7 Les leRolts las oa coco ooonN ecoeoc eee © moc oO SO Caron oooece 2S oo
fan) > —_ ———— Or
n ys =e colet SY ict lt ma ool No Hijo Ria rele mY} Hic east eict rjco each lt ed ct en|oo * Rea riod
‘te Sal ESOT OF SOHA SOSH MNON aAnWAAInNtHO COS MEE Vacacmtanes 8
| oon o> Pee al 5 ol Ss a
om Et |sSo ° a solo ocooooonw ecooqcoogas Sole SS SOMDTOSOMOSCTDSCOSCS >
—
w
wm
o
=
-_
py oni
Za|= 3° +S OF SNDDH SCOSCHHOCH AMO AAO HO somo mTNACTASCHD-HHOGq mH
ov] .S- S28 2 = =
ee. ea 2 amoloa ecoooocasy eSeoo0eoqgom "O00 CoC OSD SC SOO CO CSS OO
: EE eee Be Ee OS EWE Be o> Ac te.
r oat © ole i¢ SF colt | ra rl ed malct Ko Ac elt Ha Nilo HI 1c wv} ea
—- &,o-4 nn, onmOoo Ona HANS oma oO OSS COMO BONN NRNWHOHAeAoran~ocan +H
~ ’ cod ee reer Seal
ia 6.45. se Sy ee oe. S
= [eels sd Bis aRolon ceoooooa wn ococoocoooqcoc ooco °So 2 ¢o oo ooconoonsoeooc eo oo
WM a alt © ole ro O Hla colt mle ra Had Hie Noo miel eoict Hed ND IA ria ot wa
fae] Peis," 9~ OPO .cCe Onme HAASE ont aar NO ON On OG = NawnOneaoranrcod st 69
howl > — — ¥ _ woe =
ae} O1S 1. ae! = i S
5 oe ole aroocon coococo0onn oeooocoooon coooK%Cceco coco omoooco eo Of
- bd *
a x ss alt O No = elt mit ric ried mal No mlcd eofct Milcd No rs) Ha eal Ia
2 2~|[5 os OMRORNHNO SCHhHHeAtHAAS Opt or ore 19 © SCONOFQCOAM ANOABAADCH OF SCAaAA tH
& on 8 oe > co > ee = — ee ~
ES |e o5le aholoa coooooam eccooocooon CO'O]D MOO OC COMD OMS © C1010 2D Oe Oo
> a
eels
Ja}ynyy sR Le Site ere ee See ee See eee oh aed ec Se is ce kf Re Qe MRR ot ie os Mee ne Rar aa) ceeed te ka
o nd
ee a ee ner
‘ nm =
rn!) Seer st tee ss 8 eee tess te PS re ae ws eee ee ee ee ee ee eee eae ee ae eee
Sir Nl eo eS Ey 6 des ce es Beugie 20 5 0 yo it . eer ee ome, SR GUN [so s. eee ee oe ee a ee
Wg 1) - :
= isl i i A A OEE ALAA LIT ELIS L DALAL YOO CE LT A
a gee Bt eS, 5 ADS, SO FOS Fiction , DA OL IS ig no BES, Are a arm
-uPsug l8~le et per tthe ss tae Seen @., ste, eters. fe * fm Cee ; ea Ta = ae i
ass <4 ao
[PSSA zy ee — se SS OO ee, OF, Se peg i gt 84, ees SO os a a a .
g =) i Sake eb: eats Oe Dae eos, ue ans eS eS ee Cees co ee ee eee om euhiene 2 °° Bienes Se ipuuedeoMne
quiog }o~ » 2°
"}YoUX ae Sahar ae Ee Rsk pW a ae we 2 cag ens Spy b, hs Ae Maren ie alge” ro he ohn
Yyuouugcy — i, ph ee 2 » 2 (ee 2) sep 6 © Fe a: Boe . @e 8"*2,e8 ,s ea ® 204" er se, 98 . . . . . > oc
"ieay jo | Be me Se ee he SG Be OW egerg og sige ny ante il ee Sa a etl ia i a AM gy: Soong a Sv ta ape SA
es) a a ees : RR eae al fo: ET REPL wm Aa Ra Spe Pee: eee ae
_— . .- . . . .
doojs
Frigates.
4100Q meOMumM YWeZonCr EDKEN a0" ANBOMAMA SZ0OnCenbDXPNa gd |
. . . . .
. . . . .
. . . . .
“oe We a ee eT eee le -_ 7. * ee ee aw 68 “Tse . . ote “so Getvter"s™ « Ue te
. a ak * co. ele 0. os ate? . ‘e* Se ee . . . ew 3B so Pte . o
7 « pg op . om — ak age oe o Sys “ue. ote Ge . . ents iep «6 6+ hie: cave .
oo
eee
: enema 2 ; 1 ot ss. we ea
. . hag - ~~ ae e < ~ se if
Fouto XLVI. TABLE OF THE DIMENSIONS AND
Of Three :
PARTICULARS OF EACH DIMENSION, —|_ Decks. ofl oe es
OR SCANTLING, GUNs | GUNS | GuNs | GUNS | GUNS | GUNS | GUNs | GUNs | GUNS | GUNS
110 98 80 74 64 50 44 38 36
ForecasTLE—continued. ft. in| ft. in| ft. in.) ft. in.) ft. in| ft. in| ft. in. ft. in.| ft. in. "
FORECASTLE CLAMPS..2c0cccccesescsees 2 dining Sool 0G UF OUE. cary sin's ... |Io work down to the ports. ANS wee eee ae nF
BEAMS) cccecsavecscnccctscocccvcecdecdgecsibuccoonesto roana up 0 (8 110° Af 0,8 )-0,.8 1 0...7 7 0...7 1 0.1737 Of ae eee
flat, thick... |} 0. 3]0 3/0 3}/0 3/0 3/0 .3]0 .3]0.3]0.9f90 3j/C
Height from the flat to the ¢ gun ports....... LOE GPL IV 1 LP), 844.611 eee
port ha ale atin vie fom Hints ports|011}011}011)011]0111011)011)]0417 0114011 D
NUMBEF ...s00008 | two two Pe) two two two | two two two two |E
CARRONADE PORTS.....s0000ceesseeeee are vie and often: | 34| 304] o. 13..4]3.213..213,4) 30d 130d B30 IF
NUMbDET .eeee baat our | two | three | two two | two two two | two
Gun Ports..... Pecnasbecspersmcs inte as las tiatiib i o9l2 913 of3 0/2 712 512 9l2.71e 2
LENGTH on the Forecastle........ssssecsccceccscoesese bat aeet 45 0/40 0 49 0 [50 0 36 6 |33. 0 |40. 0 |37.. 3 |36..0 0|G
Beains to be.......e00+ Sidhe 4. el = seoveee | 0.1010 9210 9316 93/0 920 8}0 910.88 0,810 7 |H
moulded.....0...40 910 82)0 930 9210 810 71/0 70 710 7 6 {I
in number..... | twelve | eleven \ thirteen|thirteen| ten ten | eleven| ten ten } nine |K
Number of bolts in the scarphs..........sssee0-0» | eight | eight | eight | eight | eight | eight | eight | eight | eight | seven|L
diameter......... | 0. 02] 0 0% 0 03/0 03/0 02/0. 03/0 0g] 0 03] 0. 02] 0. .03|M
Breast beam ies.ccecebcecddchbdees Bidelen cpap bis soe Ble S71. . 27). 251. 151,07 0 eee O|N
BEEP ocetver ste. eof k bY R OF 1,1 b4,.4 | 0 112) 0.11 ) OPO Rie Gare ete
Cat beam sagen .sGvbededs thet ok ose CDROGL » dais te cle « 96 2190/2 913 0/3 0/2 9}2 6 4
deep.. coe | O Le | 0.10 7.0 102] 0, 107; 0 1040.9 ¢
Bolts at every 20 inches asundersdiemeter. nei oie QQ t)O ELO. VEO, 1807 1G Oe ;
Rabbet on the after edge .........deep esesasreeeee | O 4/0 41/0 41/0 41/0 4/0 4 (
broad... s+. a0 fO- 540 540 540 5:90 S40 4 :
Rise beam ses coves opasannnd Dain sated snsancded-¥ Vode tee Ee tee : : se - IPAs
moulded ...cecces wae sar y : ane oe (QUE
Beam under the bowsprit.........sided..sseee. a5 : ; . one ene oe IRIE
moulded... ig Ee eee i Ps s ot eet re
NUMDET se s00e Lets A eh ne . ee a ; es saath PAG
CATHEADS..cesdsccccccccacctnrcsce seecseees ofore and aft .2|h 8 441.-6] 1. 530) 5 | t 48 Poo 2 ieee eee 21U
OCR. + setae wall b Gb B35 £..5 44,1 31.23 lal fee ee 0 |X
To stand square with the bow, and to stive up-
wards in every foot....... bins etashaesh spite 0 570 5/90 .6/0.6)0 6750-6) 0.6) Of5e OS SHY
Length without board (or sufficient to wit the
anchor: clear Of Lhe BOwi) sdb Sah nthon Grae Bone 519 O18 6/9...018.6)17 9F% 6) 7 eee eae 0 |Z
Length within board fromthe outsideofthetimber | 9 6/9 0/9 0/8 6/8 0}7 9/9 619 O|]9 0 9|A
Catheads and cross-chock bolted through the cat-
GAR. oes ahinecsds sdeees bye bhotats diameter 14... |) 0 2.0 M) 0.12/04} 0 FO. 14)0..1 70.1701 027;B
In the outer end of each to: have sheaves......... | three | three | three | three | three | three | three | three | three ree |\C
dameterin..c lh 4h ath 340.3) @bh 2 11.8 ie .09|D
thickness .. -10 23/0 23] 0-22) 0. 21}0° 22,0 2/0 250.2)0,2 AZE
Knee at the aftside of the cathead, sided......... | 0: 9} 0 8 |0 74,0 7110 63,0 63/0 6210.6]0 6 53) F
Fore and aftjatim...sc. ssses<neesslON gas ivenignnald 5 67:5 3/4, 9/4. 974 94-91 4,7 £47 pa 3/G
Thwartship' aF moe. ian os siecsdenesLOMZevess aalsse sis sls O13 ALS 6/3. 653 373 0) 3..0 §8a0 waa 6/H
Bolts..... veecceccssecscncccsessowseetl NUMDET sseees | Seven | Seven | seven} Seven | seven | seven | six Sia sir ix {I
diameter.,...<...}0 13,0 13,0 1970 1910 110 Tfo 170 170 1 O#K
Hanging knees, oneundereach § sided ........... -~{011]010]011]0 11 | 0 10} 0 10 b
end-of the cat beam........ Behl to weigh | 1 2.0] § J OF 1 2 OF 1.2 O11 1 OL: 14 i
f Sheds biey'n's dn.ns ty bes os Oo S8f+O 72/0 8/0 8/0 7] 0. 6310 6310 610.6 52 L |b.
Every pe oF the forecastle to thwartship arm long, | 3 5 | 3 a 3° 31.3; 313: OFF 0} 3.012 10a 10° M|
have one hanging :
knee at each end..... ond hanging arte. te
reach the spirketting
Bolts in each Kn€€....sececcecee eee MUMDET. «006 eevee | eight | eight | eight eight | eight | seven | seven| seven| seven| seven |N
CiaMeter...ceses. -|Or 1)0 1/0 1)0 1)0 0% 0 070 07 0 OF O. OF, O OF/0
Lodging knees, one on each side, abaft: the
cat beam ......e- ibd Ditaet +o AGSELOD <aketes ae 10s Oe 8) nO SO! FO. 62h OG ‘ oe
Oneoneachside, abaftevery forecastlebeam, sided | 0 63}0 610 6/90 6)0 57/0 540 510 510 5 43)P
Thwartship arm....... sctvapere UONB-ctmadione | o Oe 913..%)3.7)-3 453.483 403 Ceaee 21Q]
Bolts:in each knee..: i, ..cseceeeees in number...... | six | six “| six Sia six six six six Six sit |R
diameter......+0. 0 02/0 02/0 OF O OF O OF O OF 0 OF O OF 0 OF O OFS
LappErway.—Fore part of the forecastle, fore and aft... |} 2 2|/2 2})2 0|2 0} 1 10) 1 10
Sp 15-91-5 745. 715 Gilde 6
thwartships.....
Paes tebe marth ors sa wh Ee CEL Ge LM CORN GT CN eae eye ee ON em
SCANTLINGS OF SHIPS OF EACH CLASS,
East India Ships. West India Ships.
— iiinninacligiiee estate ———n
TONS | TONS] TONs | TONs | TONS | TONS | TONS| TONS | TONS | TONS
1257 } 1000 | 818 | 544 | 440 | 330 | 201 | 133 | 170 60
- ml ft, in.| ft. in. ft. in| ft. in.| ft. in. ft. in. ft. in.) ft. in| ft. in.| ft. in. ft. in.| ft. in.\ ft. in,
0
0
1
0
0
DOr OI “Ol 127) sOniel 6
0 10 010]0 9
@:8 Oo. Saka. 7)
three three | six
en eee ee ee a
OZZE RT HA
011
0 9
0 10
0 9
four
1
0
5
0 6
0 0
LEO 1t ]
three three
1
r
iron weight, cwt. | 10 0/0 3 21/0 3 14 0 3 0/0 2 21
ie fee jeotvee St10 | 2107 2 49 EBay hia ek ala 6
eee eee ere ry
Foto XLVIL. TABLE OF THE DIMENSIONS AND
PARTICULARS OF EACH DIMENSION, | , Ofsted Beas
OR SCANTLING. GuNs | GuNs | GuNs | Guns | GUNS SNe
80 al 64 50
FORECASTLE— continued.
ScuTrLes for the steam gratings fore and aft as the
beains will adMit.....sceessesses
thwartships
Coamings to ditto........ccsecesceeeesesD7Oddsoeeee
ACEP ed ereeee
Chimney funnel coamings....... are thick
square in the clear
Upperside to stand above the upper deck
Bolted at each corner one bolt......... .. diameter
Fore JeEar and TopsaiL SHEET BirTs......... a onl
Heads abovethe deck? ...sudececeboveve sods
'To have blocks left on the outsides..... Shick.
To have sheaves, two in each bitt...... Hamererh
Boor, CO Fear sy Hs eke) case e Sees wean s cape sebRLCAIESS,.
In cheek blo€k..<..<)...eccsdevdeetes .seethickness..
In the heels one sheave in each.........diameter..
thickness..
h| Cross-PIECES—One to €aCh.is.sccceecessceseeveseslCep
broad...
Scored on the bitts Bhodh) Coos eae Oe
Bolted, one bolt in each bitt diameter
Where there are no cross-pieces to have iron.
PIDS...sc00s Cees eeeoeseverseveeeees ceveee diameter
MW ATERWAYScchccesocs te cseccececoe css Sere WY. centeat 3
Strakes of English plank next the waterways
number
The remainder of the flat, to be of Prussian
Colle
nin
die
NIH
pre
ples
pie
_
OOH COBRA’
Vie plo
CHOAWOHKH NH SWOSCOURROAUD
Oly aw
we OOWNOOD HED Oo
$I
Pl- pl
Pie
DOOSWOONNOSCOFK,
BIC OwNOoakRawreo’
BIS OeIWO CD RAT PE’
SOOSWOONIMOOOC &
SCOCOOWNDONNWCOCOOW
mt OQ oO to R Oo”
Ph wl
BIA colo
—
— — m4
HBr ONwWor wWOwooaooernrtasd
~_ — .
RPE OUVHOHWOWNSDSCSTOORYNAN
VIR NIA Blo
— _ -
He Os*tQoewwnownoodocoorroan
PIA Ph Plor I
pie
— — =
KBr OMWeY NWe WOK ODOC OAa YD OS
peo
wil
eoooer eoOrOowWroemenoeoos,
oooocooooorowronwocec,
ooocooocooroWr CNNOOC OC &
Soro oo OOO OWOONN OOO,
ocosepeoaesp eo Soo OM ODO OMN OOO,
ocoooocoocor COWe Ce
j| SPIRKETTING—To be veededecovevthick..
i) fimper Heaps—To be above the planksheet ection doves
‘Timber-head for anchor-stopper above plan
GREET 52 ctapestecvedés Beene iss sislew sev ees
4] PLANKSHEER ..e.eeee Pc Pas Beh Ria thick...
Broad enough for a a pnibe disig outside and in.
BICAT. BUOCKS a5 dusccse set Jair vite geet st eawey!: broad...
1 deep...
Sheave scbesccovveevesttumeler..
thickness..
Rack ce tSUQCO.s 6
length..
chee socevecccccseesccnswnes Of Number
diameter
Large ships to have an iron hook under the
, bowsprit..... ose eeescecnvosesceees covecee werght..
H| BREAST STANTIONS—At after end of forecastle....sqguare..
Stand above the beam....c.sesssesedeoees ee
Rail b. .ennne daseesncubs
°o
°o
RIM DIN
PRemASHU OF PENX MM GH “Roy
rwWwoooo°o
ear
woeoeoce
of
og
ee!
Oo Bore oO
coowo Uo
oooWuere ©
oo Sor ©
oooro
—
Underside of the rail above the beam............
To sheaves in each stantion under the rail,
diameter
L thickness
BELFRY STANTIONS....0000. ME Aba cahadb ony broad...
thick...
Asunder athwartships in the clear.,......0465
‘To stand above the beams......... Bare sge eh ee ene
Top....
Snort Racks—As on the quarter deck.
1| IRON-work to the Ports, as on quarter deck.
dint
cofet is
IH PH
__ PN Nir
aewouoe. COOwWwW © ur
BRAIS>ROOR COWS.
jus
_
—"
NeMCHaR LVOZZ
—_
Doraoarr tc
ot
OooFK Ce = &
onwo NY 0 CO
Coon oo &
one Or oOo CO
onNr OF OO
—Conrorosd
fy
SCANTLINGS OF SHIPS OF EACH CLASS.
NS | TONS
2
170
frame
“JQUOOYIS
TO
133
fi.
Tron
*poyorg
_ —————— ria MoS
+odH aw yForntktn a Js ;
TONS
201
ft. in.
TONS
330
oto oe 6 oomonase
HA ria Nio
THe. AOD to oto a st
. in.| ft. in
TONS
440
ona Ooo oS conor ANOS
RIA No RIA
OHO HoOMmto w+
I
West India Ships.
TONS
544
w
-_
can)
mM
es
ice]
g.
—
~
n
CS
=
in.| ft. in.| ft.
GUNS | TONS
i
-uesiig
GUNS | GUNS
- - < Nico eid
nmoO}S 2 ¢ i +on sth tH
Lallod old RIA Ha wjo No Hie HI
rela
otmromooornrocmuwmke SO aaa on
el — ~ —
GUNS
“moconmnocongcooo HO a conoe-
ee EERE a rao
wo RI elt es oO tO m+
Ot NMoOAONnA .nrso
. = ° .
“Moconmooon “Coo 5 cOnonao
St. mJ ft. in. St. in, jt.
St. in.
ysouuacy
IC io molt Hit Ha Nilo RO let ct coi x io elt ,
“Ie AA JO OF OMONSCKRCANRA +OnO - st Sao Hoon +
"“MmOoOSTONNRDOMOOCSCSO oooo conor No
rio Ri
ct : : It col ae
_CONOTOHODOMMDOAN Nea oO +oat aot
"mOoCOMnRDOMOCCOCS o'S"S"o CO7- OAS
ook OD pjoo act elce mice Nico
GUNS | GUNS
. ind ft. in. ft. in.
Frigates,
mooonmrmnoonocodo oo oo
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a
Fotio XLVIL. TABLE OF THE DIMENSIONS AND
Of Three
PARTICULARS OF EACH DIMENSION, Decks. OF Ero Rech
OR SCANTLING. ’ ‘ tH
GUNS | GUNS | GUNS | GUNS | GUNS | GUNS
110 98 80 74 64 + 50
— fee ———!
ForecastE—continued. ft. | ft. im.) ft. in. iene in,| ft. in.) ft. in.
Kye-bolts round the foremast..nwmber.ss.seeee | eight | eight eight | eight
diameter sssscoveees | O 14, 0- 14 ily 0 13
eyes in the iar ‘ O 240..2h Orie2
Eye-bolts in the spirketting abreast the mast,
NUMDBET ..00reVoe ove
inmeter .seesee sees
eyes in the clear...
Eye-bolt for main topmast stay....diameter......
eye in the clear...
nn
o.
3
to — to —
ple PIX Pl ol
BEAK-HEAD.
BEAKHEAD.— Length from foreside of the stem to foreside °
of the bulkhead ......... ciwenaers's a eine ators gators
STANTIONS; GUGH. si, tccusdneskossscten Hse sas SOMONE pacts Snaee's
Facedon to the cat-bearih.......cds escsecsbaceoecs
And bolted with two bolts......in diameter..... cs
The stantions next the side spaced to form a
round house in the clear........s.ssecesesseeeees
‘The next stantion a chase port athw artships.
The other.stantions asunder about.......... heels
j) CARLINGs.—One on-each side of the bowsprit... bread
Oo NO
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Onypwe—- WOO PU OS
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ood DS © &
Krpo We W- —$ OAS
Bulkheads outside and snatde to be of deal..
Plank-sheer over the birthing...
Fife rail over the plank-sheer....,
Opening between in the clear
Stantions to form timber heads above the i
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To have two sheaves in Bagh midship stantion,
and one in every other.,.........diameter
thickness....+.
— o>
Cit
Lena 2)
HEAD.
Length from the foreside of the stem to the fore
Part Of te KROL cvs cs0l ccostecdunerinn~ tasers ‘
Breast of the scroll or figure distant from the
BEER... Ueae cde nde Moasege nasa cles powtereead see
Hair bracket, the fares part abaft Rite breast of the
AG ee sees ocsee tae aude cpbdeneesogmhaccesamiens de
VWoger side a tle lower ichotk at
. the stem) .0.., 564.55 wales deecee
Height from a Eee Base:
the upper | Upper side of the main rail at the
edge of the stem..... vorescesselee eee
naisbed of Upper part of the kines: at “the
FRG SGT va alan tess ese pin ruorere
om sate Scroll of the haire bracket.s..+....
ites 4 Upper part of the scroll or figure
head if, «6. pevodecnoeuege tonsa
KneEe—Sided at the stem, at the naa side of upper
CHROK: ve obscasses ends eevee. eeecceneeesecnes
Sided at the fore part at the upper end
Cutting down above the upper side of the
mpper cheek, ... Gli, vsabelinsMephes cate de aon Ss
Lacing to run up and support the figure, upper
oe Ee aS Ee ee sided...
| Standard to be formed out of the knee, or a
well grown standard
| Tron straps, two over ditto, with three bolts,
diameter
i Botts in the Knee.—The two upper to ¢ in the knee...
be in diameter.......e00s ici {ee the stem...
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SCANTLINGS OF SHIPS OF EACH CLASS.
“a. Ppa a : =
[oF] es ow oft "at oe ~ a)
F ‘ ES a| So | WY _ ; : ‘ : ‘ o a bb
Frigate. | 8=] 88 F2| os z= am East India Ships. West India Ships. rs: & g
Sasi qr | a> pan 6) 'S) a e Fa
|
|
GUNS | GUNS | GUNS } GUNS | GUNS | GUNS | GUNS} GUNS | TONS | TONS | TONS | TONS | TONS |} TONS | TONS | TONS |] TONS
98 94 18 10 12 10 24 16 1257 | 1000 818 544 440 330 20) 133 170
ft. in| ft. in.) ft. im. St. an. St. in.) ft. in.| ft. in.| ft. in.) ft. in.| ft. in.| ft. in| ft. in.| ft. in.| ft. in| ft. in.) ft. in.) ft. in],
A | eight | eight | seven | six | seven} five five s+» | eight | eight | eight | eight | seven | seven | six six | five
B{/O 02/0 02/0 020 03/0 03/0 03/0 O32 .. |0 1/0 110 1]0 02/0 070 03/0 03/0 0310 0
C/o. 17/0 17,9 13/0 13/0 140 Jo 14... | 0 20 20 2@lo 2/0 13/0 12/0 18/0 1230 1
D| five | five | four | four | four | three | three | ... siv six | five ive | five | four | four | four | three
Elo 110 0210 0% 0 030 030 O70 O02 . 0 12/0 124}0.13;0 1/0 170 07/0 02Z]0 O20 O
Fio 2})0 17,0 130 13/0 1231/0 13/0 13) .. | 0 22/0 240 210 210 2)0 17/0 13/0 10 1
Gio 13) 0°13,0 130°1/0 130. 1,)0 1370 M0 14/0 14,0. 13/0 14,0 13,0 13/0 1]0 1]0-1
H|o 240 230 2310 2]0 21:0 210 2/0 2]0 @20 240 20 2310 2310 ato 2/0 210 2
119 018 919 01/7 6|8 0/5 G/6 O| ... l12 6/12 2 |1I2-0jl0 6)8 1}/9 3)5 2
1K18 9/8 9/8 9|7 4/8 0/5 4/510] ... 113 6]13 O]13 O}10 9}8 O}9 615 4 r
wees week 3, 2-772 211 SIT Shou 13 SPS 6]3.0) 2 3B h2 1,].1 10 | scroll
IMI1I9 3/18 4]16 1/10 11 |15 6]11 11 [13 6] .,, J27 4 26 3 |24 9 [24 0 23 3 j20 6 j11 11
IN(25 3123 3/20 61/14 3/19 3]13 9/17 3] ... 135 6 (34 3 132 9 |28 9/28 0 [25 6]14 8
10/26 0124 6/21 0|16 Of19 9]14 Of18 O} ... 134 6 |35 3/33 6/29 6 |29 0 }26 GII5 4
P i28 0/26 6j ... |16, 5 [22 9|18 5120 9] .., 139 6 |38 0 136 9 |32 4 |31 6 (29 3
Q\29 9 |28° 0/23 6]is 4/23 Q]I8 9 j21 0 we (442 6 [41 0 (39 3.134 0433 0 [30 6}17. 3
R/ 0112} 011/0105,0 10/0103 010)011}] ... 11 3])1 3]1 231 2/1 OF O11]0 OF
S/0 4/0 4/0 33/0 3/0 330 3]/0 3H... [0 450 43/0 430 41:0 4]0 33/0 23
eo vio 710 Gio 4/0 63/0 4/0 BS]... f1 OF 1 OF O11} 010},0.8},0 610-4
meois7011)01010 9/010;0 9/0 9].... J 1 1] 1 1] P-OP011 [010]; 0°9)/0 7
mo 810 7210 7)... 7. ane “fF we 10 910 9/0 9J0.8)0 74.0 630-6
Y;0 03)0 030 028 .., iy ad hie .. | 0 03/0 03/0 03] 0 03] 0 03/0 03/0 03
ZaO0 210 1710 13:0 13/0 13:0 130 12... JO 22/0 2310 210 130. 13)0 B70 UW)... PO NU
AiO igo 13}0 180.120 170 1410 123] ... [0 280 210 1710 13/0 1910 1310 13) .. 10 3
oo
to =
Fotto XLIX. TABLE OF THE DIMENSIONS AND
a
Of Three
| PARTICULARS OF EACH DIMENSION, Decks. Pesto en Shen
OR SCANTLING. Guns | cuns.| Guns |GuNs | GUNS | GuNs | GUNs GUNS
110 | 98 80 | 74 50 | 44 32 |
| Heap—continued. | ft. in.| ft. in.| ft. in| ft. in.| ft. in.| ft. in.| ft. in.| ft. in| ft. in| ft. in| We
, iW in the knee | 0 2110 23 2110 2110 0 2/0 2/0 0 13)A
The third bolt in diameter......... is the stem | 0 23| 0 2% a0 210 0 10 1 0 IB
: Roe in the knee | 0 23/0 at 210 1210 0 13/0 23 O 13/C |
The fourth bolt in diameter........ Lin the stem | 0 241 0 my 171.0 131 0 0 40.9 0 1D]
. vith inthe knee | 0 2110 8 13/0 13/0 0 13/0 1 0 JHE RO
The fifth bolt in diameter.......+++ oth Fietten) | ei 0 13 13] 0 13 0 9 i as o iF | J
The lower bolts....s0..ssssceceecsvvesentn diameter |O 13/0 1% 140 140 o aye 4 0 13/G \
CurEeKs—Iin number on each fides Re tepe ne Toppen es a » |twoor| three | two } two , two | two two | Hi | 9
Distance between the cheeks on a ace at
GNI sncs cl ane scaeden ts Pee Prry eee OF weeds fe Ob SO Praag: (6 49 ee i ee) F1 Sil j
Arms of the cheeks........ tema on the side 13 0 j'2 6/12 Of11 9 {11 19 6})8 6 18 61K 4
length o on the knee, at least | 7 616 9)|6 6 1/6 3)6 45 915 6 4 91L
Lower cheek..,....++.sse.ee0sided at the after end| 1 2) 1 1]1 04 1 O} 0 0 10] 0 10 0 8} Mi}
‘foreend|0 810 7310 710 7] 0 0 6]0 6 0 SiN]
moulded along theside|} 1 4) 1 3)1 2)1 2) 1 1 oF 1 0 | 0 1053/0 #
foreend| 0 G}O 530 510 510 0 4/0 4 ‘0 39P Ha
Upper cheek.,.....+s.00..++0sided at the after end} 1 11 0} 011901110 0 910 9t 0 8|Qi-
foreend|0 70 6230 640 610 0 52,0 52 0 43R iq -
moulded along the side} 1 3] 1 2]1 1}1 171 0119011 |} 0 93/8 | 4
at fore end... | 0 5310 530 4310 43 0 0 33/0 32 0 3iT fj
Cheeks to be bolted each with bolts... in number | thirteen| thirteen| twelve | twelve | twelve | eleven | eleven ten |U MT
diameter | 0 1310 13}0 120 130 18,0 12/0 12 0 1X HP"
Ironicheeks, one pair, each to weigh.....ccceee | coe fo cee focee Pave | sae peat ~ (YRS
Iron breasthook under the bowsprit to weigh... | «+. tee eee sae} tee * ve |Z |
Bolted by bolts....ssccecceccccccvsccvecsedn BumbEer re rr one oe oe eam oe [AT
diameter | «+. dae oo’ UE unets RE are ate ene | oe 1B | .
H MAIN FRAIL. scvcccscececessccceecess, moulded at the afterend|1 311 2])1 141 0} 0 118011] 0 108 0 sic
foreend| 9 7310 710 640 61/0 10 580 53 OA Di} |
sided at the afterend| 1 0}0111}010]0 910 g]0 830 8 0 7IER)
foreend|0 7|0 6810 6]0 53/0 0 510 53 o 4lr
Scarphs long.cs.ccodescscoesteccsecsvgegseseudiecc te 4 7G Sl Om ty Bell) Se 1¢64 36 }1 41GH
Lining on the inside to succour the scarphs, thick | 0 33] 0 33) 0 33/0 3110 0.340.393 } 0 23 a ‘a |
Planksheer or lining upon the upperside...thick | 0 14/0 13/0 14/0 140 0 14,0 14 HO 1351 | {
Bolted at the after end with two or more bolts | q
diameter | 0 130 12/0 13/0 13] 0 0 140 1 }Oo 1/KiP
MIDDLE RAILiss.sse cee eeesevereeeeesmouldediat the afterend|0 93)0 9]0 81/0 8] 0 OF] on: wore e*
foreend}9 610 510 43/0 43) 0 O 4] .. | . | Mie
sided at the after end| 0 7}0 63/0 61/0 6] 0 0 5... ve ING
foreend|0 41/0 32/0 33/0 33] 0 + 3h tee ae [Of]
LowER Rall sPeistab cause se¥ecesp ctee eMICIleLCd at the after end 0 82 0 £ 0 73 0 7k 0 0 6z 0 6 1 0 5 P
foreend| 0 43/0 44/0 41/0 4z 0 0 330 3% 0 3HQ
sided at the after end} 0 610 53/0 52/0 51.0 0 5/0 43); O 4URY
foreend|90 33/0 33/0 310 3H 0 0 340) 4 1 0 2hS
SupporTERS—To have a handsome he under each . :
CAthead . deceseesspelecseus soccows Qaeds| © Asie OFF 0.1149 0 1a Ob © 910 8 HO FNL
The arm under the icathend j in Texigth, and the
arm next the side as long as can be gotten... | 5 0)410}4 914 9] 4 4 6|4 4 4 0|U.
Bolted through the cathead and side with bolts, in
number | nine | eight | eight |eight | eight | seven | seven seven | X |}
diameter | 0 141.0 it 0 1} 0 dz O° 0 aHo a oa Yi
Heap Timpers—Number of timbers in the head ......... | four | four | three | three | three | three | three three || Z,
Stem timber, or ¢hat neat afore the stem, sided... |} 0 8 | 0 73/0 73/0 7H 0 0 630 0 SA
the second sided | 0 7}0 63/0 6] 0 53/0 0 5H0 5 0 4B
ithe'third sided.. | 0 6|0 5310 410 410 0 33/0 3t 0 aHGw |
the fourth sided | 0 5|0 43 ee |)
Foremost head timber afore the stem............. o°O16 0 | 8:64 8,..04)7 564,63 5 3/DH |
Heels of them to be bolted together by bolts i a |
diumetern}0 1/0 1/0 1/0 1/0 0 02/0 02 0 OE
Rails to be fastened ‘through the head timbers by i |
Bokts nas cc Laces cdbessdenedecthdnn sts a seseediameter | @ 02Z|:0 02) 0 03, 0 032] 0 0 0310 02 0 OF
Lalla) jo mcd eal Saal
SCANTLINGS OF SHIPS OF EACH CLASS.
pyprg g.|soa5- ~.2 AOKHOGOSOHOMEMG EO ONFAAAO o Oana aw Oo So etaa Sire oO
Blt OSS O o- COROSSOSESESE SO SostonH OO © eaocgo Ad —6 Rsetoda ek ~
$ 20 sae tis Ss POSES HOHRGR OHS SCananara oo Yom a Bo ,o stan ao oS oF
2 Re) Eoaco ot HOSSGEGCSSEOSU SO SeocxHeo So coco ° on] Cigsas wn oO oO
E z ° | See = 8 © Aan Yo co SH" 09 8 wo x Q oy Si 1A Oy a © ww ay San at © s oS
5 es | Sessocta™ peOMSSSOSSOOSTO SSESOHSO C6 ©eeGo 8 Catake » © Oo
% 2 | ot tee vt g (29038 SRSTAG g “oo a Sateomoam «a Sota S 6 &4 giao gers
= \e3 | Secoocoo* “=OHOCSSSCG0 FOOT SF oosooHSGS cS) 265650 6m $e68558 G26 0
De hiker PSOOMSHETSH a oo PSF Saons = ESTE 2 ec etepsere rere
= ROleSocoSoé6ée6™ satossocoose FoR PW Moaosconc. ° $336 6 Hu BSbO 6S 5S 2 3 he
q |gg|Staee—g soeS eo SRSS y too phot han Feennotea a o gngoee © = 2
y Be | cosceooos sgeoceoeeeo FoF *sesocsc~G0 CCC SCB6 SB U66u 49 ee Batata waeie ta
2 ign oa Sot eek CoaoooF SHA etoo Pigs Poh i 2 oe eee wm a % gm goad S28 GS
a no scoocoooORs HQOeocentogsco®e™~* SSeooCHSO SCCOCKFOC66e 6 -& Boose we oS
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SOGOSOHSAMMARAES . | .OMHAAHS
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————————————————_____
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Fouto L, oF TABLE OF THE DIMENSIONS AND )
i *
Of Three Of Two Decks.
a Frigates.
PARTICULARS OF EACH DIMENSION, Decks. a
OR SCANTLING. cuns | Guns | Guns | Guns | GuNs | GUNs | GUNS | GUNS | GUNS | GUNS ‘
119 | 98 | 80 | 74 | 64.1] 50 38 | 36 | 32 ah
{leEap—continued. ft. in| ft. in.) ft. in| ft. in| ft. in| ft. in| ft. in.| ft. in| ft. in| ft. in. t
Iron knee strap bolted abaft the second tim- ;
BEE Tis cth ei stescustvcdecseees's diameter ...+. 0 03}0 02] 0 02 03,0 02)0 OFA
BeamM.—Athwart the head......seeeeseseeetO TOUNA UPsooeee OS. 3 Oy-2k 2/0 2]0 2/B
dG. is caelvnds te OR 0 10} 0 9210 9]C
CT PS eee 0 11] 0 102] 0 10 8|0 740 7|D
KnEE.—One at’each end of the aft side of the beam, 1
Sided srseseesseese | 0 710 63)0 6F 50 5|0 43E |p
arms long ve... 13 0] 3 0} .2 10 7 | 206) 2 5 (Fe
Bolts in each arm...sscseveeeeeeeMUMDEP.ssereeneee | three | three | three two | two | two |G\h
diameter sreseees »|0 02/0 O20 02 02 03} 0 03H}
To have one or two bolts driven through the i
middle into the stem..........diameter......... | 0 12}0 12/0 1 0] 0 Of 0 Ogt
Cross Preces.—To have one or two tross-pieces fore- :
INGSt. s0cce sescecedesh.occoennenen tOiiGlh« ath exe cee | O 510 43 0..42 0 31:0 37] 06 K
AMCs cc sccpScedtetes boot’ cadens AMIGOMS Fase | OF GONG S5EE0)..53 Oo 440 4}... | LIE
Fatse Raiw.—The false rail to be sided .....seccceeeeevers 0 7],0 630 61 0 521}0 51/0 Mii
Bolted to the main rail with bolts, diameter...... | 0 OZ/ 0 0%] 0 0Z 0 02/0 03 0 Nib
Cartincs.—To have a fore and aft carling on § sided...... | 0 6}]0 53/0 52 0 440 440 O
each side of the gammoning...... ) deep...+. ds HLOd- SEPIO BPO. 27 0 52,0 5310 is
LepcEes.—The flat of the head to be framed with Of
dd ges... dpoebetsa ss tdeees a- svkerts anes P ONG. basen.) Ogid. f- Omia i Oz i9 0 210 210 Qi
MOEDL. 5.006 0 2t 2710 2% 0 2);0 2/0 R |}
Boomkins.—One on each side, length sufficient to plumb
with the outer end of the fore yard when
braced sharp. -
To taper to § of these..... at fir,ifoak,three | 1 4) 1 32,1 32 12} 1 14] 1
Dimensionsat the outerend deep inches less... | 1 5 |1 44)-1 4 k he are
To be bolted through the beamand chock, with
AIOE. «<4 aedbiess Fa sseciocsbecapisssQhGMeLess.shsn woe | O JE) Q TR 0),.14 O 17,0 10
To have iron stays........-.0sediameter.es...... | 0 13,0 13)0 12 0, 13;0 10
Seats of Ease, &c, as directed.
Tron Horsts..... sob acth te, sevccences coscasesGiAMeter.scessere | O 2210 2F1 0 2% 0 2);0 270
Stantions to ditto .........00« sesoeAtameter.ccoeeees | O 13) 0 12,0 1% 0 12,0 12/0
Bolts with eyes to ship in the horses, diameter... | 0 13}0 13/0 12 0 14,0 13,0
Fituincs between the CuEEKs, Wash Cants or Wash
Boarps under the Cheeks, as directed.
Borsters or NAvat (To come up the holes at least two-
Hoops under ed thirds of their depth.
Hawse Hots. To project the cheeks.......0.se0 | 0 21/0 2)0 13 0 14,0 14,0
Bolted with bolts....sccsesseseed NUMDEPseecereee | eight | eight | eight } } } six six six
diameter......+.6 | 0 14,0 M30 12 Oo TO Ee
GAMMONING HOLES cesceccccccvccssceccereesRUMbEF.seeeereee | two | two | two two | two | two
» dengtheismesee| Lb afb 44123 12/1 2]1 1
depthsereecreeeee | 0 3210 310 3 0 20 Q@H0 2
BOBSTAY FLOLES sc; ocgedhondse) bucreasvedssroBUIMDEr igcsdebosiy | $200 two two two two twe
diameter.s...0.|0 51/0 5}|0. 42 O 4tlo 410
Eyer-Bouts for Borstay, one on each (diameter......... | 0 23/0 230 2 Q 13/0 4/0
side, through knighthead, ;
in lower piece of wale...... (eyes in the clear|0 310 3)0 3 0 23] Ov 24 O
Triangle ring-bolts in the side § diameter....... «/fO 14/0 13/0. 13 Oo FyO 140
of knee for boomkin Sig he intheclear|0 710 7]0 6 0, & } Ona he
Gripe may be elm, sided the same as the knee, and
3 moulded in the broadest place...... odganeienng (A ‘Se hee 5 0.4510 3 2 isk Sie
Bolted with bolts...... dodde code oso OtlMmenersis nthe) (Peiaon! LEO val 0 14,0 14,0
And further secured with copper horse shoes,
Thicke .ssdpevey fe Oe Jey * hy Or 02 O 02} 0 02 0°
PTOGA eanocrse fOvleoahe, 3 1 0 ae 0 410 4/0
Bolted through with bolts........é2 diameter......}0 1{0 110 O 03/0 030
NUMDET seeeees six sir | six five | five | five
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=< oO 8 + joo malt eft o-oo o om ‘
fea : a 2 oa oO ons oO o° +7 _ 2° Se
o Zz P |-5 Se >) oO . an Sus & om whe = > ee ao s 2
os ° = NO Y molt SOs@- 4 Cs fl | [00 | &, = S se) No Hla oo as
fy Ss a 2 . Qo > No o , alae loo ea o°? 8 o +
fon n Sy ooo°o oe = on No 4 oe Sieltad 30: iO ? = hg. Sao
ia a Tr)
3 no|.s ok atl = el He a oo — oo oo a
™M = ZO [+ oa io) oo OO N mie om Jan cao Jol oe: 8 » WN He No o e
S oo aowo i my ooo ye a = = Sos Re oom
Qy ee é =) 19 & {2 Co La) colt o Ss sp
= 3] Sear FTE So a oo “ pia ery (=~, Hk 8 oz
a tae SERENE) q ar Soy ain one ee ou Shin Bown eo
a > > [sj Oo +259 O 1 ict = re Lelie) j=) om o
as reels a aso tan oral oo Oo ot =, oo o
wm f] oe |.8 a Wits (=) oo is) } He Kile SS 8 5 AN olt (one) ais 2
- on A =>) r nN ooo = oO ml ric B 3 o 4 os
_ <a) jc oO n oS
eereerae reso
Ghee hice eaneer Re a tH Sor S = ot Le wap
ae) (om) o S wwmM0 |e eit — Hie = o oto
. “1 zy = a sO tug as ‘ oo o at eae
ang | 2° [3 oO a3 O° Bm 9M eS 3
n a= ns 5 cooo°o Re a 2.8 ot 7
bs os 6 2 . io) oon ieee Joo ojo i) $s —
Shaye - se Borate . Aa | — Oo = =
7, Wj “enRD |2 < ae re 9, eee es ep “4 o9 aoe
._ = ae Zw |= me Seema Va . ooo gn oom
= Bug |5% _ASw 8 ace ae Sg Re 3
, L 5 4 : os) sae ae aes a Ae i) s & ;
a a 3 So — ei oa ee a oars a Ope :
* 7, . lof oS o 8 an ot as EEL hk Bell colt aS
] . out) | = pet, ec eS “eet ate ler <u Sa cae se *
- a + s ele ° apes = ric 3 . :
< uesiig a : mam Ost fs = 2 oS oo a valet Rleo 2 Saree ct he °
| = 1) an ° aD A col oO S oo mle Meo rao) Se * ae: : .
n , > o 5 oR = Pcie aa
e oo o = NX ot oS vole . Y
; [asso n = 1 : Pons. Pa oo ook colt
A z 2 pe o a °o oO wit
ay Za S$ MIO et Hl - ‘ on) S . : = oo = PA Lee Ha
quog |o7~ eligi oo al o 2 & 87 9 oI
o > . oO it neo i>) oo mcr Hiloo oO a 2
ay oS > =) eaten ae S
“y ores o 8 Lap) oo elt o ;
yorux 12 = oa”o ate oe see ale oo on tee '
. Zo a rst fo, ee aan oo gS Bere, Pole
5 idecene 8 or PS ek ae ss ae o Noo 2 S Deg ay oS q
* 1s) : = mo slo ent oo eae =>} est omit os S i
+ es od Pate Tike Tt ole coo cl © fei rlch pico >) So 3
> « ty ooo 8 a Qa rics wnloo ice co = = °o oO
/ Ie > oa” a © rales o = je
f MJO |Z So : fos se) ol co oS GS
| woo mee o a oO o mel
- G2 ae See S ey i. oo & om cole le
wT =_ a, ott a ' ooo no anit cole = os 2 oN
o ; om oe No o oo coo HA el o °° 8
oooo 3 o oie ° i Sor 3 29." 9.9
ont , .tonm st mick ° aes AS mle
colt colt : Rm; : oO oO \ 5.0 ary
on =" SS on O° §1929 aa
ee ee oooo ge oe os Bee aes
oO loo oo el Oo cok ae fem ofOo § ¥
ae erie on ig >
; on oo No
o o colt
met Hee SoS: > 8 oor lst mice
oe ot =I Oo ” et 4 0 ™M tal
cc _ fangs Oo Fs 8
= A o*
i)
rl Hct
. _
Foto LI.
TABLE
PARTICULARS OF EACH DIMENSION,
Heap—continued,
STERN.
OR SCANTLING.
Gripe and front of the knee to be lined with
thick lead, 12lbs. to the foot square.
To run abaft the foremost end of the keel.......
Torun up to the top of the knee within........
And to lap on each side......
eee eeerrere eereerrres
Heieut from f'Touch of the lower counter at middle
the upper- |
side of the }
rabbet oft
the keel, i |
the..
Jin€..0se0e5 obeccceee Ascctsebepens éealeayens
Touch of the upper counter at middle
line
Upper part of lower balcony breastr ail..
ha Lor ditto above the plank of the deck..
Uppee part of upper balcony breastrail.....+..<
Or ditto above the plank of the deck..........
Upper part of the taffarel...........
BreapTH of the Stern at the height of the top timber line
Lenetu taken
from the af-
ter perpendi-
cular to the
Rovunp up of the lower counter,.....
‘Touch of the lower counter at middleline
(ouch of upper counter at middle line
Counter timber at the height of the taf-
farel af middle line......iosessseshoves °
Round aft of the lower counter., i a eal ogg
Lower counter railpesccosssesccessseovecessqthick
broad
Hollow of the lower Counter....sccerevccecseeres
Round up of the upper counter..
Round aft of the upper counter.
Upper counter rail........
i upon a level
thick...
broad
Hollow of the upper countfer.stssiagesss.consedess
Length of the lower gallery rim from the aft
part of the side counter timber ...
Length of the middle gallery rim from ditto
Length of the upper gallery rim from ditto ...
Lower gallery lights in length on the rake......
breadth on a square
Middle gallery lights in length on the rake....,
breadth on a square
Upper gallery lights in length off the rake,.....
breadth on a square
Projection of the balconies from the side coun-
eeeereeevosone
eeereecceere
ter timber at the middle line... .......5..000- ;
Depth of the taffarel....sceecceeseees Sresseuteabys
Siding of the quarter pieces vevlede Sobsineelauy tee
CouNTER Timpens—To, have side counter timbers sided
full the scantling of the frame, the after frame
or two to be left full for that purpose.
heel). .0..
lower counter
Read te. 6utse
Two or three bolts through the heel of the after
Moulded on a square at the.....
frame and head of the fashion piece diameter
Tohaverightaftercountertim- ( ..,....+ number
bers to form the stern lights < sidedat the heels
and counter portssecseesecses ( eveeeee Odds...
Moulded on a square at the —
* steerer ere heads...
The heels of the counter timbers to face down
on the foreside..daveeosssss sees ot ceccceceneseees
7
OF THE DIMENSIONS AND
mies Of Two Decks. Frigates,
GUNS | GUNS | GUNS | GUNS ] GUNs | GUNS | GUNS GUNS | GUNS | GUNS
110 | 98 80 74 64 50 44 38 36 32
Jt. in.) ft. in.) ft. in’) ft. in| ft. in| ft. in| ft. in. ft. inlft. in| ft. in
12 O]12 Of10°0]10 O}10 oO f10 o| 9 Of 9 O
6 OPE'OUS oO1l6 COIS OS. Oa obee
O Sie Silo-7 Lo 7 70 Ric oho
35 2/33 5/33 6/30 9 ]30 6 |28 8 126 1 126 1 25 9/24 61D
alae ata olde oe 33 0 {31 3 {28 6 |27 11 128 0126 Gi EE”
46 9-|44 8 :
3. 6113.4 2)
53 9 |51 8 e
3 2/3 2 a
62 0|58 31/53 4/50 6|50 0/47 0 137° 2 (36 9 136 4134 6 i
25 0|23 0125 6125 0 ]22 Of19 6 |24 0 [22 0 20 9I18 9g
8 4116 67° 9|7 0)\7 615° 816 O16 OE VOSS @
9 10/8 O}10°0}9 0} 9° 617 43,17 6} I ee eee
15 OL13 O}15 6 |13 4]14 0 f11 5 |10° 4410 7/10 3 f0 oO
0-111 010-110 +9 | 0! 9°10’ 7:1 10- 67 (O° aS eee
1 2/1.341 31:1 8h. 21th 1 i oS eee
0 8|0 730 7/0 7/0 630 6}0 5|0 4430 440 4
O011}0 8210 8/0 8]/0 7210 71/0 6|0 61/0 640 52
0910 7/0 610° 6/0 64/0 610 5}|0 54/0 4]0 4
1° 2 kL Oho 11 | 0°11} :0" 8 10 *W io Be 8 hee 8 oe
1 Aba 3 hi 3S bi. 3411 10 ee
0 8/0 720 710 7]0 620 630 523}0 530 520 5
010}0 S30 8}/0 810 730 7/0 630 6}0 610 52
0 2/0,2).0 12/0 13/0 13)0 2 11@ 2) O07 Tom oes:
15 6113 0115 6 |13 012 0112 Of11 6411 6
13° 6 |i0 6
12 0|8 O13 6/10 3/9 6/9 8 Py eat
3.0138 6114 (0 H3° 61S. 61848
2 9] 210 012 8 3 |
S uA tis 24
92512 1
3 4/210
ah of ip) 9
3 OG hig Gs
5 412° 9
pro Wu 8
2 0)111 Ui
210]1 9 K}
124 ns 1 L]
0 14,0 14 M |
giv si N]
Lae: oO}
o' 7307 By
1 2/1 2 Qi
0 9j]0 83 R]
0 13/0 12 i)
n ~ a Ale Rid ea ot
4 lgo|5 ooo m stan GM OR met HO pe So
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: ; aE SSRI sroscecmemeeeee eae eee era ee
5 Rio old
s lgols oa Cota onantnocanns © ARO SLeOotnwn SS
: oO = a Ss
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n & oo °o ; Bed Qe = GUS Oy GRID OO. = EE ne =. a Ee
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aa] m oO = Dom Nooo OO SCO atooce Oo
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=e ———— =
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Z, -S1r » 9) > . . oe. . ° oy @- 9 ., Pe ae >
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| "74924 ‘¢.. g oo: 6). aa er, & DOs wt Oo tH 09 Ho OD SH $ Ms ee Se 4 =o QD CEO MH OC
ae 5 = =e : Se Se eae :
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60 Tr) en : No
A aE: ofan QD Oy, a © on QMOnt intr a Bin S oO" (we a <t to Sp otaw a
Fa >&l.- pels 4 Si lt $25 3 =
|S = ono 2 = Non HBODASSSCSCOSOS OO os "Ao ano o%cSos6 oo
| 40 QA 8h MuMy BAz0nCtnbDKH N <0 AN Bom 9 omy SZ0nGe ow
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<¥
, y a ea Se ie ee ee
Fouto LIl. , - - TABLE OF THE DIMENSIONS AND
Of ‘Three 7 , . :
PARTICULARS OF EACH DIMENSION, © ] Decks. PERT Bee Bk eas,
44
OR SCANTLING. AMEE LSE GS ORANG sa. OO 8
Guns | GUNS | GUNS ]| GUNS | GUNS | GUNS | GUNS | GUNS | GUNS | GUNS
110 98 80 74 64 50 44 38 36 32
STERN—continued. ft. in.) ft. wm.) ft. in. fl. in.| ft. in.| fl. @ | ft. in.| ft. in.| ft. in| ft. in.
And bolted through the transom with one ,
DOME /s..<b surassophspeess dduse ei deck diameter .s.sseee 0 140 14/0 120 13/0 0
And further secured by iron strap to each, :
thicks...s. ds 0 1}0 02%) 0
broddses theo ss 0 5 4110 4110
Bolts in the straps, six; in the timber, three;
, and in the transoms, three.......diameter.....- 0 0)
Intermediate Boreye ie number ic as :
SCEM MECESSALY) .oessesccccecccrcevecsscecesccece \ i: Sour | four | four
Counter Ports.—To- have | one on each side | in the
Lower COUNLET, 2 ....0.sccccccccvececACCPencsicess
(Hung with lids as bunededk,) eben thwartships..,
Birthing up of lower counter plank, thick
Upper Counter.—Number of ports on each side
Birthing up of the second counter, to be of oak
plank, rabbetted .......+6. db cedeeresecnncnsesoccs
thwartships......
N. B. Ring and eye bolts of the counter ports the size
of those at the ports of the respective decks.
Lower dead lights, oak plank.........thick......
Linings, elm board coevonetbsCcires «sok
Upper dead lights made of deal, rabbetted,
thick....
Linings Med ieRGRic se Acs gh decd OR Bao d
"HOS oY OM >
a
OZ. 2r
RUDDER.
The head to be long enough to receive a tiller
above deck ve middle| middle | u upper upper,
* .* The headto be left Head to be athwartships 2 41/2 3/2...3 Dp} 1il1]1 9 1 8
as large as the ming
piece will convert Sore and aft... | 2 5 2 2
Lower hance......fore and aft 5 7 6 4 3
ve iriplicded 4
es cvvcedeccses fore and aft seeeqeessece 5
Thickness or siding, agreeable to the stern te
Thickness of the back..... peed oeeecceenss
Thickness of the solediv.i... Rzsu.s etek, asoveds
The rudder to be short of the Hare a) ne
underside of the keel at the } after end...
Bolted together with bolts...........2 number...
diameter..
The head of the 2 hoops, in number..seseeee
>
el )
3s
roy
rudder to be broad., ss
secured with thick.£. 700.2,
To have holes between the hoops for the tiller,
number , 0 ) , 0 two
thwartships..... S : 2 i z 3} 0 105
ECD ar cvdeeevess 2 3 3 410 10%
(To have a norman and chocks provided for steadying
the rudder head. )
Braces and pintles for } Number of pairs......... | seven | seven | seven | seven | six sia six six six | five |
hanging the rudder § The upper brace may be iron, and the straps sufficiently long to turn and meetround the head of
The second brace in length from the rabbet of
the post. sisscbsccceseoccscsdsce [SOA] S60 | 490) 4. 81443 | 4:.0 | 40 | 400 Pause eee
The lower brace in length from the rabbet of
Che Post). ccneecddas viene ee See caseccooesencs sreseeese [8 O
SONS
2)
ow? =
mln PI
TAS HOOAQSPNHKG 4H en ov
7
PintTLEs.—The upper pintle may be iron, and the straps long sida o tu cide ps of
t
Straps of the braces and pintles broad... .sse.e. 3
Ga 5
Thickness in the shoulder at the is aN TH : 0 2
I
K
L
6|7 } MIE
6 ~
O
Pp
0 33
0 1}
SCANTLINGS OF SHIPS OF EACH CLASS,
we ne P ws
Def Ea | ba tié - Po * © :
3 — . ' F 4 v c joe
Frigates eS Sc} e?| Se Ps = East India Ships, | West India Ships. | I a a
7a qn a> Shige bas *) ') a¥ 3 ms n
; GUNS GuNS | GuNs | Guns | GUNS” ‘euns | Guns | Tons | rons | Tons | Tons | Tons | Tons | Tons | ToNs | TONs | TONs
| 28 18 10 12 10 24 16 1257 | 1000 | 818 544 440 330 cel 133 170 60
ft. in) ft. in. ft. in. ft. in| ft. in ft. in| ft. in| fe. in, ft. in. St. in| ft. in| ft. in.| ft. in.) ft. in| ft. in. ft. in in.| ft. in.| ft. i. ft. i
0 02 0 03}0 Of] ... | 0 03/0 O20 030 12/0 120 1]0 1410 02/0 03) 0 0310 0§
HB| 0 02 0 03 é p> «. | 0 02/0 0210 OZ} 0 03]0 03
j 0 3! 0 31 Zs os -. 10 4210 42/0 4110 4/0 4
0 02 A RS | | resold worn) @ OZF0 OZ) 0 Oz] OOH 0 ‘OR
q two two eee “ ve soe | four | four | four | two two
HF | 1 6 ee GH) yy Mess Hae, 12 OS .Of THO 11 S11 0] t Ra F #2
i ie ve Oil jl -s8 wee eee wen D2 ee SO OVE BeTO er wea le Oe ly oe
0 3 . |0 2/0 3/0 2/0 2tH0 ato 4}0 4/0 4/0 340 3]0 3 a0 210 20 2
one one
? 0 2 0 2/0 13 .. |O 110 12/0 180 2HO 20 ato 2/0 2]o0 2]0 130 22
J
eee eee eee eee eee eee eee 0 2g 0 2 0 2
' eee ove ere eee eee eee eee 0 02 0 32 0 03
HIN} 0 1 MM AE ieee divess fic ere fit wart 13.0 14/0 ig10 TE 0.7127 0°14] 0° BE
0 03 PM GR. cl) cove t]| seveg deen Og) 0 O21 0 0 03/0 03/0 o§|0 08
quarter quarter
| upper deck | poop | deck main deck middle| middle | middle\ upper | middle| upper upper or main deck.
| 1 6 Pewee en 2 il TT Tit S)3 62 2.02" ol 7 107 3’ 6 i''s rer oo 0 102} O09
| round + | headed
| 1 7)t G)i 4)/1 Of 1 3}1 2)1 3Hl 3/2 312 2@])0°9)}11011 611 5911 410° 91 0 1180 10
3 0] 210 81110/2 6 3 9/2 413 973 613 413 012 91/2°812 6/1979 O}] 1.2
WT) 4 254 £5352 101)4 3/3 4/3 9/3 6}5 915 5 O14, Opt -3Tae ors Ge Os O12 0
|
Tu} o 3] 0 O20 2/0 230 2/0 3]0 280 3/0 310 310 3lo'3}o0 a 0°2]0° a10 2
mele 318 0 410 31/0 4/0 510. 5}0 5/0 5/0 540 510 440, 4]0 3/0 20 2]0 3I0 2
| 7|0 Pee to0 470 710 7/0 710 7-}0 640 Gio 6)0 510, 3/0 540,.4]}0 2/0 2/0 2
Z|° 9450 Peeeeroeo. Gi0 970 Oo OTL 4/48 21r ofF0 10610 G10’ 7107 [o*sS TO AlD «4
WA| five | five | five | five | five | four | four four | six six six | five | five | five | four | four | three | three
1B} O 1/0 O 0% 0 03/0 03% 03/0 020 33/0 190 180 ‘12/0 110 1] 0.03) 0 of 0 080 030 08
four | four | four | four four | three | three | three | six six six | five | five | four | four | four | three | three
ID| 0 32] 0 0 3/0 210 3/0 230 26 a0 4/0 4/0 4/0 330 310 3/0 3/0 230 20 az
JE} 0 05] 0 0 07/0 03/0 O20 030 O20 O80 0310 03] 0 O03] 0 08 0 ‘os 0 O80 0§ 0 oF 0 02/0 OF
two one one one one one two two two two two one one one one one
0 030 6]0 63/0 GO 630 63011}010}o010]0 9]0 83]0° 73/0 63] 0 53/0 60 52
0 93;0 6/0 630 630 630 610 9)0 9}0 9]0 9] 0 83/0 73) 0 63 0° 53) 0 60 53
I six ve | six | five | six | five | six | siv | six | five | fe | five | five | four | five | four
K jthe post and standard.
2
;| 3 4243 2/3 0 30 eee eee she wie Qligea we Oe s7 oO
> 615 3/5 0}4 3/4 0/4 314 9]4 6|6 0/6 0O]5 615 01/4 6/3 0f3 o]2 9]2 3]2 0
N the other pintles to be in length within one inch of the back.
0 32/9 33/9 3/0 230 3/0 3/0 3/0 310 4/0 4/0 410 330 3/0 3/0 3]0 23/0 20 of
O 16,0 13/0 13/0 14/0 1870 140 IO 140 Zo 120 140 13/0 wo ig}o isto 1J]0 1J0 og
O-—TAB.
Foto LIII, . ‘TABLE OF THE DIMENSIONS AND
PARTICULARS OF EACH DIMENSION, etree |\- Of Two Decks. Frigates,’
OR SCANTLING.
. | Guns | Guns Guns | GUNs | GUNs | GUNS | GUNS | GUNs | GUNS Guns |
110 |. 98 |; 80 | 74 || 64 | 50 | 44 | 38 | 36 | 3a
Se eee eee eee ee ee, eae ee ee eee
RuppER—continued. ft. in| ft. in.) ft. in. ft. in.| ft. in.) ft. in. ft. in| ft. in| ft. in.) ft. in.
Pintles...cesccessenccssee worevecseeesenerediameter |\0. 44/0, 4210 4/0. 330 330 320 3210 SHO SPO SaA
longeach | 1 4}1 3}/1 2@}1 2/1 111 241 Of 1 OF 1 OF O1FIB
N. B. The lower pintle to be two inches longer than
the others, and the dumb pintles about two-thirds
of the others, in length. ; '
To have one or two bolts in each brace. and
DUANE sci vin tgs ado dan Paice oh aa abeteeas diameter.|0 1/10 11{;0°1)}0 140° 0271/0 O
And at every six inches distance screws in the
braces, and nails and screwsin pintles, diameter | 0 03] 0 03) 0 03 0 03/0 03) 0 03) 0 03) 0
Rinc Prate—To have a ring at the lower hance, straps
and fastenings similar to a pintle.
oN
Oo
i=)
ols
Oo
i=)
im
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ol
o
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=
o
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i)
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OUTBOARD. )
CHANNELS—Main Chantnel.....osscccsecceesccoers in length |39 0 |38 0 |37 6 |37 6 [27 9 [27 0/26 0 |28 6 27 0 |22 9
shitkedt the inneredge | 0 63} 0 6310 610 6/0 530 520 53/0 53)0 52/0 5
outer edge} 0 510 5/0 410 410 430 410 4/0 330 S30 33
Breadth, or sufficient to clear the shrouds of the
roughtree rail...eceresseee wie seccocbeccsee H1 SHEL SH1 8S fil 8 fl “S hl. 8 Pe ese ee
Foremost end aiote the centre of thamistetuastt 0104010/;0 1070 10/10 910 90 OF 1 6 10 O40. 7
Upper edge below the upper edge of the sheer ; |
rail, or top timber line..... sss, iscssesccerocses 5 314 5 | well | well | well | well | well | well | well | well |K |}
Bolted with bolts...sesccceseseseceesenesit number |eleven| eleven| ten | nine | nine | nine | eight | eight | eight | seven |L yh
lo 1}o° 1s}0 618}0 12/0 1}0 13}M]P
diameter | 0 13) 0 13/9 13/0 18
Fore Channel..ssesessssseeessesesseeeeeesin length |33 6 [33 0 (37° 6 [30 6 |26°°0 [20° 0 /26 0 [24 6 j24 9 j20 O|NIP
; inner edge | 0 61/0 6310 6/0 6/0 53/90 52/0 52/0 52/0 540 5 Oo} :
thick at the ii x - . ‘ i
Pais: edge|}0 5/0 5/0 430 4110 410 4/0 4/0 33/0 330 33)/P
Breadth, or sufficient to clear the shrouds of the ee nit
roughtree rail.......+ dk phoppaeied susclsscboccece tL S4L SETI.8)1 SUL SU. Qe le ig ot coe }
But taper at the after end to stow the anchor. ; .
Upper edge in the same range as the main ee |
channel. oh. = he
Foremost end afore the centre of the fore mast. |0 9}/0 9/0 9/0 9}0 7}0 7,;0 7)1 9|0 7)0 7 R i
Bolted with bolts....cesecceeseresesseeesin number | ten | ten | nine | eight | eight | eight | seven | seven | seven | six |S if
| diameter | 0 12/0 13,0 12,0 12/0 12/0 12}0 12)0 12/0 12,0 13/7)
Mizen channel.....sbessseeceserecceseeessi length |19 6 {19 6 |20 O|19 6 |I7 0 |16 0 }15 O16 9 14 6 14 0/U
thick at the 5 (mer edge | 9 53 0 5310 5/0 5|0 510 410 440 4210 490 43x
outer edge| 0 40 4110 410 4]0 33/0 33/0 330 330 340 3¥R
Breadth, or sufficient to clear the shrouds of the q
roughtree rail....... aap centile ried wet tt SLL OTE BLE SEY SP 81) 2a re
Upper edge above the range of the main chan ; a
NE], OF 4. docs oon OTs dhe asp Aoeige BVe rape sah Pay eile such 4 EU, My eee well |1 Q9| well | 1 O} 1 G All.
Foremost end afore the centre of the.t mizenmast|0 9/0 9|0 6/0 6/0 6/0 6|0 6] well }0 6/0 6)|By
Bolted with bolts,..... sepsee see sevseseein number | seven | seven | six sia six six six siz | six | five C
diameter |0 1%}0 14,0 12/0 14] 0 13/0 13/0 33/0 1910 19,0 1 | Dae
IronT-plates,or supporters §nwmber,mainchannel | six sia six six six six | five | five | five | five |B
in lieu of wood knees, in >on forechannel | five | five | five | five | five | fire | four | four | four | four | By
TrOfhsccosac vsecececteccccsedeveccessdverseseebroad | 0 5|0 510. 43,0 41)'0 430 4410 4t\'0 4) ee) Osea
“Thick a the shoulder }0 23/0 210 2210 22/0 2/0 210 2 0 13;0 12,0 13 iH
Thick at the toe...... | 0 130 13,0 12}0 12/0 12/0 12/0 13/0 14/0 14/0 19/8
Length below the upper side of the channel.... | 4 6 | 4.3 | 4 4.0/4 0|3 9|3 9}3 See
Collar head bolt in the toe......se0. vicdiameter | 0 13,0 1§]0 14,0 14/0 14]0 1g] 0° 1] 0 120 tO WL
Fach plate to have an eye or ring in the upper By
ehd in the clear s.esse.ockcicsccchesjescscbeneeee 10.610 610) 5ap0. 5310. BtlQ 6) 0 5 ) Ou
diameter 1z]0 12} 0 14/013} 0°"14}0 1] 0 1/0 1}0 10 1
Weight of each T-plate about.......eeseeres cot. L2Ol 1141101 10; 10;1 0161 09 il OO LW O09 WOO
‘ Two or three bolts in the arms..........diameter | 0 1]0 11] 0 03 0 Of} 0 020 03,0 0% 0 0710 03; 0 03)
Number of 'T-plates under the misen channel... | four | four | four | four | three | three three | three | three | two |€
The iron broad..... 0 410 4/0 33.0 3210 340 3H 0 3310 310 370 3
Thick at the shoulder | 0 12] 0 1§|0 1310 120 1210 12/0 13,0 14/0 370 IIS
Thick.at the toes 0 1310 12}0.1}0 110.110 1|0 1] 0) 1} OF Rt
SCANTLINGS OF SHIPS OF EACH CLASS.
| ee ides | Pte ed f Be ah: > be ee
Frigates. |. 82] § 9] & 2 hs = = East India Ships. | West India Ships:
wn oo 4 > op a} 5 O ans
GUNS | GUNS | GUNS | GUNS TONS | TONS | TONS| TONS | TONS
28 18 10. | 12 10 24. 1257, | 1000 | 818 | 544 | 440 | 330
ft. in| ft. in| ft. ind ft. ind ft. in| ft. in| ft. in| fe. in| fe. in| fe. in| ft. in| ft. in| ft. in| ft. in.| ft. in.
Alo. 2} 2110. 1%, 0. 13).0 17/0 13] 0. 18 0 310. 32] 0 0 23/0 230 1%
B}] ou Oy 9:1 Oi Do} 0. 9) 0: D1 01.9 Lt 1G jE! Off i OAPOrbeh 0. .9.4.0" 9
E 6 20 126 SH) 172 OUjLOH OO) TIE 70 309 OF/276 61)25...6.)16%0)}19: 0 116 0
F|O 5 0 0 4/0 440 4])0 4 0 54]0: 52}0 5110 5]0 48 0 4t
G]| 0. 34 0 0 220 230 24) 0 3 Oo 410 4/0 4]0 340 310 3
Hil: 6 1 1% Og)41% Sui {OY 92) 102 9 D2 Ole] (1) OQ) 11 snGvied 45a Leeede org
T oil 7 0 1% 04| (OF 60) 10) 62)7O) 6 OF QO] OE OO 10 ee Q]sO% 7 haf BQ
K | well wi} tb 4) well.) 2 0} 211 3:10:13) 8) 3 61.1.2 |.a-d | well
L | seven seven | sia Sia Sir SIv nine | nine | cight | seven | seven} seven
‘M| oO. 1 0 0 OZ] 0° OZ7}0 1])0 1 oO. 1310. 14] O. 12,0 14,0 1] 0 1
PNY O 118. 16 61 “OD\15F G7) 9F -0O}10! 6 95 0 |24 6 |24 0)16 Oj}17 6115 O
O|0 5]0 0 0 4|0 4110 419 4 0 540 530 5310 5/0 410 4
p|o 34 0 0 20 2310 2/03 0 4/0 410 4] 0 340 310 3
Hal 6 l 1 6/1 3/0 9]0 9 Oh Of 19 99] 1.. 64NL..8 4.1.04 ].49 3
R!0 6/0 6/0 6]1 0/0 6/0 6/0 6 0! OO} 10). OG} On. OG.) PORN Tay O%57.1..0-5.6
AS | six si we | five | five | six eight | eight ven | seven | six six
Wrj{o 1 0 0 02/0 02] 0 0 1 0 12/0: 180 12) 0<14)0 110 1
FU II3. 6 0. G} 3/104 0%} } 4. 17 O}15 614 O}10 6/9 3] 8 9
Hx|o 4 0 0 3/0 4 e 0 540 530 52}0 5]0 410 at
my} 0: 3 0 0.2/0 23] . 0 4}0 410 4]0 32,0 310 3
m7,, 1.8 1 1 4] 0 10 See 2-040) O41 Bo 401 1 Por]
HATO LL well | well | well i well | well | well | wel well ) well
pio 6 0 6/0 3/0 4 0 4/0 4}/0 41/0 440 4]0 8
HC | five four | four : six sia sia five’ |. five.|. five
‘Hplo 1 0 02] 0 02/0 03} ol 1. 0: 14] 02 14] 0.. 18] 9 1. |.0 1} 003
| E | four forr | three | three | three | three five | five | five | four | four | three
FE | three three | three | three | three | three four | four | four.| four | three | three
‘Helo 3 ) OF 3)]/0: 33/0: 39}'0) 3 0 43,0 4210 420 .4)0 41/0 38
fu} o 13 o wlo igio lo 1)o0 1 0 2/0 2/0 2/0 13/0-13)0 15
Wir jo 1 0 0 02/0 1/0 02/0 oO 0 12710 12/0°123;0 1/0 1/0 1
Wk/3 9 306 | 3-0 |'3 3/1209 |'2x9 Zig {35a |/3.006.).3..3-|.3.60 }.3ex0
nie 0 lk 0 O £{/0 1770 1/0 1 0 1310 14/0 14,0 18}0 14,0 14
Amilo 4: 0 0 3110 41] 0. 340 0-510 5|0 5]|0 4310 410 4
iN 03] 0 0 0 03/0 030 030 03 0 1/0 1/0 1].0. 0%} 0 02/0 03
HO (0 3 21/0 3 2ijo 3 14/0 2 21/0 3 0 jo 2 14/0 2 21/0 2 141 091109 |1 00 j0 3 140301027
WP] 0 02/0 02/0 02/0 03] 0 0310 0% 0 0g O 02] 0: 0%] 0 0%] 0 03/0 03}0 03
1Q | two- two two Bas i four | four | four | three | three | two
WRI oO 3 0, 23]0, 2310. 23) 1c] an. 0 34/0: 3110.3]0 3]0 30> 23
Hsjo 0 oF 10 ONS 4, sp 0 110 14/0 14/0 IH 0 1410 2)
Hrio o 0 oz] 0 of 0 Of 4. do... 0 1/0 1}0 1]0 O02} 0 03]0 03
Fouro LIV.
Of Three
PARTICULARS OF EACH DIMENSION, ~° Decks.
OR SCANTLING. cuns.| GUNs
110 98
OuTBoarp—continued. St. in.| ft. in
Length below the upper side of the channel..... 2 9/2 9
Collar head bolt in the toe......... diameter ....+. 0. 14,0 14
Each plate to have an eye or ring in upper end
WM the’ cleag, 4 c.deea0ge ae Re ees Pere 0 0 4
diameter...ee. of
Weight of each T-plate about.............++. cwt, |0 3 14/0 3 14
‘Two or three bolts through the arms, diameter... | 0 02) 0 0%
_ ( Number in each main channel...ceccccseeees twelve | eleven
Drap ope: Number in each fore channel ..ecseccseeeeees twelve | eleven
in ;
Mint arid In diameter «+. beads sie ap Salut shale etm eivte’e el ieieiets eae oe NE
Four 4 ERBCKTESS swage say cleja che asnt peste esos «vate ces 0 102) 0 10
Casunats Dead eyes for breast back stays in each
? : [ channel.....++. Rntatses twee eatvens veces three | three
in diameter...... 18 OF; O
thickness......| 0 7]0 7
In the after end of each channel, to ¢ diameter | 1 0} 1 O
have one dead eye for topmast ) thickness |0 7|0 7
backstays, and one abaft that for ) diameter |0 91|0 9
the top-gallant backstays........... thickness | 0 5|0 5
|Sroots for topmast and top gal- 7......46. soho date long... | 2 9}2 9
4} lant backstay’s dead eyes when J .eesssssseceecesees broud | 2 4|2 3
thereis notroom inthe after end thick J ner edge.. 0 43}0 4
of the channels.......ccseccaeceds i edge..... O} 3a Or 3
Stools to be bolted with two bolts, in diameter... | 0 13| 0 14
Deap EYEs.——Number in each mizen channel............ seven | six
diameter,....| 1) 3} 1) 2
thickness....++ 0 820 8
Stoot.—To have a stool abaft C.c.sceceeresseeees long. 20 6); 20 4
the imizen- {channel for ‘the } .scb.5-...58..0. broad... (2 0 | 2 <0
top-mast and top-gallant back- thick J MP CdSe rae 0 4/0 4
* StAYS.+eee0- tee eeeenccveeeccees { inter CALE. . 0006 OF SS
Bolted with two bolts. veeed diameter... OY 1q 01
CHANNELS.—Dead-eye for mizen * topmast’ backstay,
diameter....++ 0 9}0 8
thickness...... 0 5|0 4
Dead-eye for mizen top gallant backstay,
diameter ...... OD. 781208 6
thickness..... -|0 440 32
Those of the main and fore channels
BrinpinGs of the " : : p
ens } : diameter...... 0 13)10 13
Drap Mizen channel and topmast backstays | 0 13) 0 14
Main and fore chains (or plates) size of the iron | 0 13] 0 13
Diameter of the chain bolts.....+++. ods tye th ow be oses | O 423} 0 Qt
Diameter of the preventer bolts..... Cdevocedgepbrocs O' 210! Ig
Mizen chains and backstays (or plates) size eof
the tron, 0 13/0 3
Diameter of their chain bolts ...ccccrcecreceressseee | O 13,0 19
And driven below the channel.is.ccccsccccccvecceces 4 6;4 0
Preventer eye-bolts between the chain bolts to
the mdinmand fope 005.60 G70 Rt. fes eon ddece |). Ee six
diameter .......0+ 0 14/0 1
eyes in the clear |0 40 4
Preventer eye-bolts to the mizen chains, number | four | four
diameter......... 0 .13)0 1%
eyes in the clear | 0 23) 0 23
Swivel Ring Bolts, two in each channel, diameter | 0 14,0 14
eyes in the clear... | Q 23) 0 23
Eye-bolt driven in the side ( diameter.,..........| 0 13}90 13
close before the fore chan-
nel for studding sail boom 2 in the clear... 10 210 2
TABLE OF THE DIMENSIONS AND
Of Two Decks.
w
Ow
ple O on Fw
j~)
eleven
eleven
iS
oococorwWo OH
_
SCS & Oo Ss! Oo =
QIN Pl we)
three
0
11
GS Or
Frigates.
GUNS | GUNS| GUNs | GuUNs | GUNS
64 50 44 38 36
Jt. in.| ft. in. ft. in.| ft. in.| ft. in
2,6) 2 6) 2: 445 8° Ayes
0 14}0 14,0 18,0 12,0 18
0 3310 310 310 330 32
0 02] 0 02/0 0210 OZ 0 OF
0 3 00 2 2ilo 2 140 2 14, 0 2 7
0 03] 0 03} 0 o2]0 og 0 02
eleven | eleven | ten ten ten
eleven | eleven| ten ten ten
1 3 {Gl 2 .t) tL See
0 83/0 8/10 7HIO 7HiO 7%
two two two two two
0)102} 0) OT} 0% GEtVOR OROR SS
OD 6) 0% 50] 05 5a) O Seige S
010}010}0 9/0 91/0 9
0 61.0 6110 5 ites aies
0} 70] OF 74 08 7H IO TE IOF 7
0 41/0 410 4/0 4/0 4
2 6|2 41/2 giie ei 2
24s Ql 2 vol} (ShrOb] \OavOn | Tone
0 410 410 41}0 4/0 4
0 31/0 310 3/0 3/0 3
O° 12//0° MOF IOHOS TOF 4
six six | five | five | five
010/010}0 910 910 9
0 61/0 6/0 510 51/0 5
2 Al 2 Vile hier gigr 2
1 10 | TOT fo ter 6 ao
0 3110 3130 31/0 3]0 3
O 23)10 +220 2410 Sato es
0 02] 0 03] 0. 0g} 0 03] 0 Oo
0: 7)1'0% 7ELOe 7OPD® FiiOe F
0 4/0 4/0 4}0 4}0 4
O..5 110¢ 50] 02 50:08 Sioa s
0 3/10 3/0 ‘3 1078 pee
0 1310 1410 1410 t10 12
0 14/0 140 Wo lo
0 13,0 1410 1410 1/0 12
0 210 2/0 2/0 2]0 2
0 13/0 1410 Ho Wo OR
0 14/0 110 14,0 1410 22
0 14/0 13}0 13,0 13/0 8
3. 213 413 33h Oe
six six | five | five | jive
0 18/0 1/0 1310 1310
0 340 310 330 340 38
three | three_| three | three | three
0 14/0 1310 13/0 W)o
0 2110 240 2110 atlo az
0 1/0 020 02] 0 O20 0
0 210 20 2110 210 ar
0 4/0 10 Jo Io on
o0 2/0 13!0 13}0 13}0 3
ecoornooyuncoo-wocgooocse
pe
HQUuAyQ w
=m QUHOOGENKKMCIeROVOZer Am
SCHwWODTOTHWHOND BVIEOCO
ple
3
j=)
aD
Ww or
nie
a a
colts colrs colo cop cafe
Ba Owvoze CA
ale Al
ore
EENKMG 3a
SCANTLINGS OF SHIPS OF EACH CLASS.
It it
= So 2s ee colt ent
oooo
iO eolct mylCo moo
-Oonrm€=
+ a ooo @
a
. : No elt eal mice Moo
= On eK
oooco
mI Mo milo Joo moo en|oo
Onna oO =—=Ones
201
a-ococo eaooaq
Hr ecu rjc > colt rit It enloo H4Ioo
Rk Otatranad i ak ae oe a
TONS | TONS
330
2
0
S
eS
wa, SGOooos oon
Hit mic et mic bs c Al it mic mc 1D CO
oon o is ae “ onlin ion a —~ AD
TONS
440
24
1
0
based s 2) (en ea Se
oo o o b cooocdc so oon
Hit ld CO mit : tlc ms0 MJ Hd mile elt lt
MOOS: ois S takes aoe SO
ecoococo : ooocoo oo 4
1
West India Ships.
544
2 4
TONS
0
FA No OS oct a t|co met Wn |o0 La/00 ec mst ct
Oo oO
TONS
818
2 4
uy
areoood
0
Ret eject Joo ols elt mst ict Ra mica enjoo
MM ANAMNAO
TONS
1000
2 4
if
eleven
-soeonaarco0o ocoooco
0
Hcl et No colt eoloo ost colt mild nfo + it mist
OORT oO & = = Gir OU
«San ere eS
1
4
a
aot
a
n
me
a)
I
—=
a
nm
S
—
TONS
eleven
oo tec oOo
mich Sco myct wnloo
r- On =
GUNS
oF i= eon)
mst Slo Rist HI
= Om
.
.
GUNS
oococo
mit NO eit HI
- Om
GUNS
osooo
mI ict No mcd mic colt mo co Maca
© ntotnastonnmnno, OHTOONNS aq 4) (nian iia ie!
= = UES :
PeseoooooNnnooOORoOnAOoO oo oooo
GUNS
mje ried ele lca en
pOMKRAMI OAM OM ASO 5 > Ee as In tes. Say tage
= ae ' e
‘ A) . . . é
~-soocceonncooK oo . oo ©coo°o
GUNS
ric
a ye colt Hic mt jet eoloo ect [Oo p[co
y mle
a . SCE NAR SO © + Vol an} a ey -— es O
. oe
®seoocoo°o Bcoonnzoco CO oo cooco con
He Ts) bald Jd oo Hie colt I ca
gO FaFntoomnaceatouwmasd Cee SA yon ete ot ele on ae
8 S
Foococ onto SoORconHSCSc0o Col Cf Ccooeoo con
Fle Mle Roo
GUNS
GUNS
er|0a ale enjao ea] erjco
Ha Palo J +
oO FoFntaAoOHas | & — Ss a
8 2
M~cooocoonzwoooRocoaecoco oo 6 8 oe
HAZOMO MRED ARPNSROAR ED 43. 2Z0RN8 enh DARNARO
Youto LY.
Of Three ; LL.
PARTICULARS OF EACH DIMENSION, Decks. Siw pe
OR SCANTLING. GuNs | Guns | Guns_| GuNs
110 98 80 74.) 64
OuTBoarD—continued, ft. in| ft. in.| ft. in.| ft. in.| ft. in.
SHANKPAINTER CHains—One on each side.......in length |13- 6 [13° 6 }13 6 [13 6 |12 6
Links in diameter} 0 1} 0 10 1/0. 1/0 1
Bolt in diaméter..:| 0. 14/0 12/0 14/0 13,0 14
- Straps, iron, thick at shoulder....,..... O 22/0 23/0 2110 2310 2%
SPOOsERECE oh Neck to spread in the clear.......s00 oof Ay GOLA) SUE nA ie AT ay
Eyggraar tp Eyeiin the clear f.04. 7,500. .tteys wee | OF 210' 21/0 21/0 210 2
sa RH, Eye to project from the: cliaunel.s.\..: 0 770.610 .6)0. 610 5
CHANNEL..., Straps of eachses...c.cesse. sesseeeeebroad | 0 43; 0 43/0 44/0 4310 44
thick at outer edge'| 0 13) 0 13,0 I) 0 43/0 18
inner edge | 0 03) 0 03/0 03 0 0%) 0. 03
Bolted through-the channel with three-eye bolts
Ineachi x. ass vee ek hewencce tacos seseeeediameter |} 0 13/0 1/0 1/0 1]0°1
Linines for the ANcHor—Bolster, oak. sveseeseein length |i0 6 |10 0/9 6|9 0) 8 6
broad)| 16.20) Te 1614+ OP TS 0020911
decp.. 1 0}|011}0 11] 011] 0 10
Four bolts inthe bolster ......+66. cesseesediameter | 0 1$|0 1910 1230 19,0 14
Stantions for the lining ......ceeseeseeeees number | four | four | three | three | three
sided, or fore and aft... |9 6|0 57/0 5|0 5)0 5
moulded, or thwartships | 0 7 }|0 63}0 6] 0 69) 100 6
‘Lining, oak plank......... Sede atlas eepac’ rethich|O 3}0 310 31/0.3/0 3
Fastened with saucer-head bolts to forelock, two
at.¢ach end 4. ..0s Lscdesess ee) eee diameter | 9 0310 03/0 02] 0 0%) 0 0;
CursTreEs—One on each side........ ned den wots eG cee sided | 0 10] 010]010}010}0 9
Moulded at the upper part........ Sdemedtanice ct aoe [0.8.10 8B 150 48 110 8 [90 17
Taper. at thetheel.to.. iwalsc.actades) PB chacves 0.23 [10 6B [10.3110 5.3: [10.28
In length from the top of the side...........06 elle 6 J1L0] 6 6/16 ..0 |} 5 -.6
To have a sheave or roller in the head, diameter |0 910 9|0 9|90 9]0 8
in thickness | 90 4410 410 4|0 4]0 32
To be fixed abaft the fore drift (or where the main
yardarm plumbs with the side when braced sharp) |11 0|7 3|3 9|5 0] 4 6
Bolted there with bolts........ seseseeeeetn number | four | four | four | four | four
diameter|9 1}0 1/0 1/0 1)0 1
Fenpers—Abreast the main hatchway.......sssceseee sided}9 510 5/0 5/0 5/0 5
taper in the length | 9 13,0 14/0 14/9 13)0 13
moulded, upper end| 9 710 64/0 6|90 6/0 55
Length is, from the upper edge of main wales to
the top of the side........+. Bbc i ben Cah p hale >a
Bolted with three bolts ..c....cssscesceeees diameter |}9 1/0 1/0 1;0 1)0-1
Raits and Drirrs—The upper edge of the (afore... |47 9 |44 10 /40 10 [38 0 [35 9
sheer rail to sheer agreeable to the
top timber line, and to be above< midship |45 6 |42 10 |37 6 |35 4 |32 9
the upper edge of the rabbet of the
Beeht wok Penns he thenockia tinea <teckee abaft... 54 4/48 4/42 8/41 3 138 3
Upper edge of the waist rail below the pPber
edge of the sheer rail, and parallel thereto.. 2 21|2 0/2 2/2 3)2 0
Upper edge of the channel rail below the upper
edge of the sheer rail and parallel thereto.. .. | «++ tee tes . tee
Upper edge of the drift rail above the § forward | 2 0) 1 8j]111})1 91] 1 10
upper edge of the sheer rail......... } aft...) 3 842.813 24/2 4413-10
Upper edge of the main drift above the upper |
edge of ‘the sheer nail. cit. i0r theo. Rates. Het Seq DY BY 2) 1 AC Oo} et O
Upper edge of fife rail above the upper edge of
the drift rail and parallel thereto ...... afk.sicit Ly} Any. 3 4,6 7 |L 6
Underside of ne Yi above the (forward| 1 0;011}0 7/0 9 9
drift rail, or fife rail, and parallel
thereto . ides onncslapeeentomts saan ene aft... 1p 40) 21 OF Tp 842) GY On 4
Aft part of the fore drift abaft the aft side of the
after beam of the forecastle....... is awetn cs 2.10}1 4;}1 4/1 3) 1 2
Fore part of main drift afore the foreside of the
foremost beam of quarter deck........ssse000088 {| 210] 711 [4 611 3 {6 10
TABLE OF THE DIMENSIONS AND.
GUNS’! GUNS
sats
GUNS
44
Frigates,
ft. in. 1 ft. in ft. in.
GuUNs | GUNS
38 36
GUNS
32°
in.| ft. in.| fl. in.
12. 6 [Ll G}1L 6 file 6ft1 GAH |
0 110 0%] 0 OZ 0: Of O- OZ/BH-
O° 120 12410 1810 120 140]F)
0 210 210 2}/0 210 2p.
1 3/1 2/1 @)/1 @Q) 11 EU
0 13/0 13) 0 12) 0) 13,0. 13/F ]P |
0: 5] 0° 5°] 0) 5°) 0% 5°) 104 5°1G TET
0 440 4/0 4/0°330 3H |
0 140 12}0 14-0 12,0 111 |
0 030 03/0 080 og 0 oK
0 oz} 0 og}o og0 ogo og Li
8 0|7 617° 6|7°617°0\|Mih) |
011}010}010]010}0 9INIf |
010}0 9/0 9]/0 910 slo.
0 12)0° 1] 0° 14} 08 PO FIP
three | three | three | three | three |Q
05/0 420 42/0 43/0 4/R
0 6/0 52/0 53/0 540 5/5 ]f |
O- | O F1.0 «3 POF se oh sea eee
0 02/0 020 03}0 0] 0 o3U |
0. 90 BO1'0 «81102 MRSS Fla
07/0 6/0 6/0 610 51Y]F -
0 2110 2/0 2/0 2]0 18Z :
5 017 0/6 10|610/6 O|A
0-8/0 710 71/0 7/0 6(|BE |
0 31310 3/0 3/0) 310 QC
5 0 0/5 0|7 0} 3 3/DIp-
four | three | three | three | three |E}}
0 02} 0 02/0 02/0 02] 0 OFF
0 410 440-410 440 4/GIE
0 12/0 13) 0°) 12] 0) -12).0° PF 1HIPE|
0 5/0 510 510° 5)0- 5]1 |
|
0 0g 0 03/0 03/0 07 0 03K.
33 10 |30 6 |29 6 j29 0/27 8|LIT”
ie: o/laz adapt Bae eae
37 3131 6131 6(31 0129 3|N
110};2 3]110/110/1 9|O
i. 0) eh. j.. OP
110}1 4)/1 4})1 4])1'°2/Q
2 712 0 7/1 111 10/R]-
1 7] 1° 2)1 41/1 2@)1 219 fe)
14
0 910 6/0 8}0 6] m8 |
2°) 61 10) 6) 0° 99) 0. oe
V oltro) a: nt oe
@
1 OO} 1 O} O 71) well | well Yi
—
ON nt ma =
ee he re me
i i oe eer
NN ee
3
De ea
RE CR em ee
oS O19 Oe 006
_
ole
phe
Sooyxyooonoc
S
wuoupt wooo
COS SOCORRO
die
$e
ooQoooce :
24
ooqoocoro$dc$co
a
vie
18°
ooynroooco
SCANTLINGS OF
. Pees Be “ ~
~ —-
SSIESL Ss] Hs] &
oO a oa =~ a —
§ 8 BY bal s2 =
qn m- | oO iS)
SHIPS OF EACH CLASS,
East India Ships.
West India Ships.
GUNS | GUNS | GUNs | GUNS | GUNS | TONs | TONs I TONS | TONS TONS | TONS
10 12 10 24 16 1257 | 1000 | 818 544 440 330 170 60
| ft. in.| ft. in| ft. in| ft. in.| ft. in| ft. in| ft. in| ft. in| ft. in| ftr | ft. in | ft. in| fl. in.
8 619 0/9 O0}]9 O|]9 Of12 6112 611 11 610 6}9 6 41 6)7,-0
0-'08) 0 023)0 0310 O80 O80 -4]0 1]:0 02] 0 0710 0310 0 08}; 0 Of
0 03/0 02/0 02,0 0}}0 040 14,0 13/0 0 14h0 0 0 03/0 02
5 Ol] & 611)
0 6/0 7]
0 510 6
0 027; 0 0%
two two
0 3/0 3! Sometimes not used.
0 wierO AS
© 2} 0 2%
0 03,9 95) .
0 4/0 5/0 4/0 4/0 4/0 9]-0 8]|0.7)]0 0 O25
0 330 41/0 4/0 4/0 4/0 7/0 6]0.5)]0 0 On"3
0 1110 110 14/0 13-0 12/0 230 2] 0. 13}0 O Oo 1
40/5 0/2 0/2 3/2 3/610}610|6 6] 6 6 5RLG
0 33}0 4/0 33/0 330 32/0 810-710 6] 0 0 0 4
0 12,0 13,0 12,0 12/0 14/0 320 320 310 0 O- 2
6 3/5 0
three | three | two | two | two | four | four | four | three | three | three
0 02}0 0210 0310 03/0 03/0 02/0 02] 0 0 03/0 02/0 0
a vee oe 0° 53/0 52) 0 0 0 QO 4t
vee . tee - |-O- 13] 0- 13) 0- 0 0 0
eee . ¢ oe 0 64 0 z 0 0 O- 0 5
af tee ee tee ove | O O02) 0 OF 0 0 0 0 02
16 4|20 8 |I7 6 |22 919 4 |39 0 |34 9 |36 26 8 26 5 10° 3 {18 11 {12 4
14 9417 O}15 3 18 6}16 6 136 0 131 7 133 24 81126 22 10 9 63/16 7 [10 10
18 2/21 9}19 0125 1/19 7 [39 10 135 0 137 28: 29° 6 127° 6 [20 3415 GQ 119 11 13 5
a aie “Sar Ra ONT 84 8 031 Oo 4L 1 1 |e) ja Uy
; ve eee eee A On 16H 1 1
0 8 Q eee eee “eee ] 9 1 oe 1-
0 10 2] sec : ‘ 2 0/1 9]-1 1 “3
0 10 eee ee tee eee 2. 0°
0 5 eee eee eee eee O- 8 0-10 -0-10 O 0 0 ll 0 6
0 8 eee ee eee fe 0 9, 0 9 O 0 0 0 9 0 6 0 4
5-0
3 9
Fotto LVI.
TABLE OF THE DIMENSIONS AND
PARTICULARS OF EACH DIMENSION,
OR SCANTLING.
OuTBOARD—continued.
N. B. The ornamental rails on the sides of merchant ships are generally wrought from t
Fore part of the next drift abaft the main drift
from the fore part.,.... cs seddesecsresnevoaceess
Fore part of the roundhouse hance afore the
foreside of the foremost beam of the round-
IRDNISGs aa cbte res sand cusine noice ta coc alptig seishives sie
Aft part of fore drift ait the centre of the
fGFeC MAST... cccuhevaces A PRR AR: SOSECRER Pe ewsae
Fore part of main drift abaft the centre of the
WAIN WMAste cc sacates cuecadtccvassekeve snenthovamsce
Fore part of the next drift aft abaft the centre
of the main mast. ‘dusevassna asusiecisiew rer ce oie
Plank sheer drift dbaft ‘tHe centre of the fore
Plank sheer drift abaft the centre of the main
TLEASU chy o'sileis's 04sec des eicieasuee aisle drei ato onic sibia ina sie sio!s a
SHEEN TANS as duces coe chien 6 OFOU ccs.
PHU pale «ox
Channel and Waist rails.......seeeee0 DTOdd...006
ERICK soe va:0
Drift railsecde sens cccdess UTOUE <t oss
LHECD oo sce
Pife fallss. cc tececsecdheeesOTOAas. onc
thicic’..
Plank sheers.....0+0ce00 ERICK. 00.04.
Plank sheers cypher’d at the edges to...
IRON WORK along the sides, &c.
Eye bolts for the bowsprit shrouds, diameter ....
two on each Side,....ccederecsees eyes in clear
Eye bolts for standing part of the ( diameter....
tacks and sheets, one ser)
€ach dlocks.. ii dase cbie cease. aye
Swivel eye driven on a plate on
the cathead for the fore stud-
ding sail bOOM......+++.esesee00. Leye in clear
Swivel eye driven on a plate under He ale 2
eyes in clear
diameter...
the fore part of the mizen chains
for the long boat ........-.eeee
To have an eye bolt driven in the
turn of each buttock for the
rudder pendants.......-ccseseee
To have two eye bolts in the head
of each quarter piece for mizen
vangs and stern ladders.......... | eyes in clear
To have eye bolts for mizen sheets, eat
eye in clear
diameter...
eyes in clear
diameter....
main and fore braces, topsail
haliards, and mizen truss ....... (eyes in clear
Tron Strap Co.tar fastened to the side } thickness....05
of the stern for the bowsprit ) broad...........
Bolts, in number......0e
idmMeter.ss.eee
Iron Horse for main sheet, or two eye- ; diameter .......
diameter esses
eyes tn clear...
PHIES os ches gcgceteeh ds dae hades
Iron Crutcues or Stantions for rough 1 NUMDET oseesees
LECES cc ude cap sademechewcnaoanes i AUREL CE cen cae
BINNACLES Complete....ccccsocccsccccetereesMUMverieserooee
Of Three
Decks.
GUNs | GUNS
110 98
ft Siig ‘in.
16 O}12 6
DA 7 eo
0. 7 ae,
Ooi OF =
0 si10 8
0 310 3!
0 .6)).0 .6
0 2310 22
Le Oar 0
0 4:0 3
0 3110 32
0 Biko 13
0 1
Ot ne
0. 13
0 3
0 13
0 31
0 13
0573
0 14
0 2:
0 12
0
two
oo oO
me —_
cole Pj aw
oo i a
me OD
PlH
— to
Die pl
=)
to
nilH
Of Two Decks.
GUNS | GUNS
80 74
St. in.\ ft ‘in
li O}10 6
2, Ob) 2 S8
a | eee
0 640. 6%
A ba
i rdte it LO a pedy
0 3h0 32
0 5310 52
0 20 ai
0 114).9 11
0 B8)|0 @
O (34)10 (34
0 Miy0 3
0 13
aye
014
0 3h
0 1%
0 3%
0 14
0 3
0 1
0 23
0 11
0 2
aoe
two
0 13
0 3
0 14
0 3t
Orie
0 3t
0 13
0 3
0 1
0 93
RSP:
0 21
eee
two
Frigates.
Guns | GuNs| GuNs | GuNs | GuNs | GUNs
64 50 44 38 36 32
Lhskt. sam. ft. in | fi in.| ft. in.| ft. in. fle in. in,
9>6117 019. 0/9 0]; 8 6/8 6
0)
0 6/0 530 510 4310 43/0 42
0 2310 210 2110 210 2/0 at
0 63/0 6/0 610 53/0 530 52
0 3|0 23/0 230 2H0 @to at
0 5330 5/0 430 410 4to 4
O 23) 0 St 0 2h 0 (2a Oat a
0 11){cO ‘I tO LOLERO: FOTO LORE. 40:
0 2310 23/0 20 230 230 ax
0 3100 (3ijs0 ij Bio wei 3
0 2310 23/0 210 20 23/0 oF
he solid plank. The Hoke wrought
0 13/0 12/0 14]0 14/0 18]0 22
0 230 2310 25/0 280 280 ar
0 1210 12,0 13]0 13/0. -1310 13
0.3/0 310 2310 230 2310 23
0 13/0 14/0 1210 14}0 14,0 1b
0 320. 3110 31/0 310 310 32
0 12/0 14/0 14/0 1210 130 ag
0 2310 9310 2310 230 2310 as
0 110 14/0 12,0 1810 180 1g
0 210 230 24.0, 2.0 20 23
0 12/0 13}0 12/0 18/0 12/0 18
0 23}0 2310 2310 210 ato ot
two two two } two two two
ms yp A &
HOVOZZE RTOs
SS Hone Tir sas ee «= ae Ps: “2 RO oS en = Be
SCANTLINGS OF SHIPS OF EACH CLASS.
w 8
| Zz oO 1.5 ao owny=— Qe a ot cole ele a ;
“seh Fal as : oe ee S Mon ponsn , ee
‘Se hes Se a ee o° oOo 0 ‘Ss & ase
te Seen ee ee os
ol Ni .
aug | 88 AE tex ER an oan elie cae oe
. = las “3 5a See
ef Aes © Ne uo. O' Oro. oo Sey oh) divans 3 te
rs ) — re, Soc scr
; elt No ect aI 3
‘Jau00yoG | 5 S Sic aber nfo rj nyo oor oye
=
; S
rn Bie
oe a
= ‘
n a
as) n & mit j n
5 Z, = | s : : Lstast a CAN ee ae ro ric et te ote He es Be e9|co alco tit Ico rie ae
S ears : rk: ‘ggasi a Se oo
$i a! SO 'Gjo.O 5 ow; co ae oe Sie wee = S
- : rs Oo D.OF O08 0.02 (orO1 (oro Dsoug eae: Poa Sat Bea ae ae
< i a oO mt Calis De oMael ao baad |
> are — .tat aoa oO gs ap eee ee ere. opm ma Pm
ec ee Re eee Oe at Pe Bae es Wen
= ‘Se ooo oOo Site sate? Sete eit Sete ere ee ee
n 2 mit isis ‘
- ne) oo fo) oO oon ric ict It ej Flo me ict ict awn ;
& 12e |e aa Se ae. SER Pat Se Ae Te a se
oa! sett Ses tosh Se cipal s se
ie S SS gmoococ]eo O° SOO. CO 1 1O Ds (O10 = O10: So oe te ee 8
is) 2oO |.5 oO oO iy. seals Gb astilhnla rac PD ol lee it
3 18S) o + Coda e Sah Fat SF at SEP FS FS F
Bele en s peace 2 : oot wey
= . sesh ic) S wn ao OOo O° - Ag oud sig one oe
r r S of ~ = cog So SS PSS 2s O* Geos oo Foes 1b x 2S a ante
04 arm]. © . ret Het lt Hit O
ie 2 fo} Ooon mo Celts) mil ce mo par a 5.
Hs | ol eo Yoo 482 Fat SF ak ae FS FFF 3
wt it = a6 bY Sek Soe eee
*, Say m GSooOSSooO ood Scios co ot clon ‘oc? oo stom TiS as phase Lita. T
| 2 a5 — a pg > ae Lal en|oo :
yng | 2 © SSNs Gaara | ee Fee eS ESE -
rz) = fe ae oe : : Sgt eee rere Ee sae Rae War PP a alts arom ymca Te
Peal I ee ee SO RI a Ee eae os ee pare ytae tee S eae:
Ja} a = £ oot ocooo Ss
9 |.8 oe TS |
Zt . = é Ces Be Ics) a a
-SLI Pa : . PS = i . ie san a mio 5)
ig can es E : : : > 3 8 = ete : ce: ems “8 2: ea nih a eh tee
: = at He weg eo SR eerie tte etn oye lee Mamaia © 228
: ooo
‘oul} n |.§ ay Re GAS Se rit mit onic ;
. ZO 3 - ; > Lato. 4 BE flea = oie
wes 73 [at ‘> Sea oe a : 3% pe a peat eo ee me rudee eu
. co oom a ele tlle 5 e 7 7 . Leb pnitins se
es, = ps eee ee Sie Nd PRET a, ag s
as D ys it eit eh —_——
I SIA Za = . a a A et a + tec on aes fe? pos calk aod 00 00 mt Ico ary
-quwiog Te ° z : . . e . a ee at or arc an a
o Ie PRES SPE Pha el Kg 75 8 Se re MGR Spee sete. Sn
- id i > ea = o co co : sculls : =
: ASS GM ote a Teh ss nieee eae
Ba ad @ |Zo | = . taeda ronaang ti. ee. Re We Ne oo
spuiu, Deis F . : : : bee calle 4 nee at 7 moO AS Wo en
y °Z | od fs « . = as 3 e ‘a a or «45 Se © 2 8
ety Gintes 6G) % : Se Sik See Sob Se St Sree
: ma mle bak BED ake Oe ee
te A jo n oO rlct lt aed ool Hla ria o it HI .
eo he” . ° . %‘ +tnun an oO wilt rast enfoo lo loo roe) i
doojg iB le ee 8 FR Ree em sits ee RIS EIR gh Sa SOI LE “a Sk
es esoocoooOoos RS ea RABE. A eee
3 3 Tat bad Gee ale 5) a (0) Ee ate
Zz ane SO - A 1D BRON es Plo i]t melt wo mit rie Rio a
g (sal. i tas ee Ssacteas sae 8, = Se FF FS F
x c) e © rd = ey Sms ee ae m : : Sutelelwiae 5) one
S 6 *S ® as a ee i Bie oe -
‘= . © asa rit le te HHlco mace ict
7% © = - . fo eto) wo elt ict HD lao =o co it
a Ye Fy : : : . Vet Se eS GU QN ; = co an a ~ Dee a Soa =
o ore) a 5 exe:e i; s ees kel ad eee
s a 0 A A BOtTUMAeAzO
- Aa OS
: neD MH NA MO AM BO Dehn eAcZonGetn
Fotto LVI. DIMENSIONS AND WEIGHT OF ANCHORS;
A TABLE OF THE WEIGHT AND i
Of Three : Fiixates:
PARTICULARS OF EACH DIMENSION, eda Of Two Decks. rigates
——-
OR SCANTLING. Ve
GUNS | GUNS | GuNs | GUNs | GUNs | GUNS | GUNs | GUNS | GUNS | GUNS
110 98 80 74 64 50 44 38 36 32
: St. in.| ft. in.| ft. in.| ft. in.) ft. in.| ft. in.| ft. in| ft. in,| ft. in} fe. in| |
WEIGHT OF ANCHORS «+ssseussesseseesseccecsesssssesesseseee (83 cwEIBL ceot.|73 caot.\71 cwt.J67 cwt \57 ceot.\49 ewt.\44 cwt.|40 cwt.|34 cwt.| A
ANCHOR STOCKs, in MUMDEF ah ota save siec vives sod OTLEs ea vte ove four | four | four | four | four | four | four | four | four | four
SMAll ...+0000+ | three | three | two two | two two | two | two two | two
length........ 122 0 |21. 9 20 6 20 0 }19 6 II 0 18 6 J17
middle........} 110) 1 931 ‘sa}1 811 73
CAS Seen cecaee’ | O LUE O 0 1024) 0 10
Opening left between the pieces in the middle | 0 11/0 “1110 12] 0
Bolted with four bolts, in diameter.....cecececases 0 180 0 110
Hoop’d with iron.
Fourshoops to eaChess.sethick.sscssssesssersenees | 0 02 0 02
Broad weesssrereeeresseee | O 32] 0 34
Square at the......00.
i
2
be
ri
i
q
At.
8
0-2
0 1t
0
o
~~)
pis pie
Oo
Pi ple
o
wo
xin
(= Meo}
°
<S
°
wo
A TABLE OF THE DIMENSIONS AND
* SPECIES. LONG-BOATS. 4
PARTICULARS, &c. ¥
2 ae Feet ° Feet Feet ' Feet Feet
PENGENS <1)“ 99 30 26 22 19
. ft. in. | ft. in, in. | ft. in. | ft. in.
SPREADING os tanbpas OWE 5 aseaacyebisadcutate tecpichter tis cledtiesahtecn ees ereeee Fs 6
DEPT, sav sipnes A MUShIPG, 05 pa ccihe aveien te ecue es 1
POCO SOTTO EH EH e SED eEH HER EHD EOe
VOL OPC Sas Gite o's. gets Gas sttpaee te eae tite Cnkc den ac anther
~_
KH Or pm opPHO NOH PHN DK NOOWWNWEHE QWOAkOCO WoO
haf hscadaan’ opeceicseedishe tas vec Rene cesses eee eoteree cece
REEL, cits +00 co pngnns AGE AM TIGHIPS be ses chsdecsed slibussesasdeascesactaseoraadebese isp.
Deep below the rabbet ........ sibs slesin rien obueecepaidengy + omm dean sceasbs
To be above the rabbet for Deadwood.
ITEM ifs03 cs ico kana DOCH S. A8G bobeneacasduas: teat tacettieh eatin dee ee
Afore the rabbet at the head.
Abaft the rabbet......... Eilenecn ech tsnachecstaccnseusngeece siemens ceccten:
‘TRANSOM .....+...Broad or moulded at the upper part.
‘Thies, or aided 4 3475220012
Bhs, eitledis P ddsvssan cat tersct cds cieas terrors ea
STERNPOST op gacevbided at the tacks. ics biesss he caisan. dealde Bene ae
; at thekeebislecascs Usd tees cade cocoa pee ARS
Broad, or fore and aft at the keel
(Transom included) at the head.
FLOOR-TIMBERS...SIdEC .secesceccccece
FORCE RE OT EHO SORE EEE DEH E HED
Plt PIS Vi IH
CON Ds ple Hie
vl pile
FOOTE eee eee HOH TERETE SOLER EEE EERO EES
HATH QO NUD WO
HoMWwourwPhwor
pe
cols
Fie
PIM Pl
col
—_
KOR WRFRONWNNWAWWOhH PWR
OPORTO ROTH EDD HP eEE REET EHE EEE eee
Pi
EMPTOR ED EER EEE HO EEE EHD ESE EH E DED EHD
dle Pe lt
Pin PIM Dik
Pile ple BIR wl
vin
_—
CoW WP to
OCCT ROH THEE E HOE TTOSHH EH CEH EOE EES
Pla
nin *
POSER OHO EPETTE DESH SERET OHHH COE EEE OES
>
ROSCOE NKK CHORD TOBE
+
Frowcivay tan vitgdee sack etiees wis ant erate cicescat, 4 25 1;
Monlded at thediend $2735 o0 Riehl ae a : z 25 (Ag
Bf the: throat sasnpantl iv. he sapvcdies wdabhadee me debaaae ke : 4 4t 33
FUTTOCKSs...0..0:Sided at the heels.cscWiscslecdioctdececcvecs A ORY te Sop Fmt A a a i 23 1}
at the headas Aids dete bcc Lnn Basch tte Ga sxneteee tens aaa 3 t 1g 14 {ig
Moulded at the heads....c..ssecesceees June Gn seh e oeiha Poca ea at nde « a $ 13 1} |h
Searph'of the timbers... dct hiedi des eienthcdh ee cele aes | ] 0 10
KEELION(s tactds ss LORD ies cdan dd deceh eenkes caetticdewe
Thad see tickcsreass &
FooOTWALLING.... Thick..... ates
FUINING ce paied «t POG: ccsvhved rtcce kcal ssid, eeees SHEET HOO eH eee eee HHH HHO eseEHeeneHeHs .
Thtehk. ccvacteoure
vie
FESO OHHH HEHE HEHEHE EOE EH HEHEHE HEH OE TEETH EOE HOHE SHEERS
pH
KOM WOOHWNHNUWWYNDWERWEROH ORE OU BE
eoccoorwoooocooor oo ooo OD 00 0 & OB OD
~~
COoOSCOH NOOO SO OOOH OCOOUC OO OCOCORmRWaOD
ocoooerwocdcdocodcocorcoocormooocooconru sp. ©
coooocoonococcoorcooownooococooccCclUwRP Pw
to
col
qoooocr GCoqcoocoocoocoocoocoowoooco.o owwnro ns
$i
Colm
DIMENSIONS AND SCANTLINGS OF BOATS.
WD
a
©
rt
O
Z.
<
fx
O
op)
Zi
©
7
(x
iz
a
ee ee ie
ry r
*[98S9 A.
sYORX
yoouuacy |
TBM JO
dooyg
Frigates.
18 cwt.|14 cwt.| 8 cwt.|9 cwt.
21 cwt.
29 cat.
wt.\44 cwt.|40 ewt.|34 cwt.
four
four
two
two
two
Weds MO
Jour
Sour
two two two
1D 970 114.0
6
two two
Le 20
17 6
two
11 10
Tmfet onic Neo ent ole
6
4
8
]
1
6
12 611
15 6 }14 013 0
oq
oo oo
No lt rH. ect
coe on
cb co ence CD ect
oo on
Je Woo eof mI ce
1
0
0
=a OO
4] en}ct é tnoo eat
-~ nM oO oa
a OC oO oo
enist Mo Soo ool AIA RY
= 34 © on
5 el
eo. oD
Nico Ha ct
ooo oa
aa nl eA) ae) oo
RIA mit ra RIA
— 3p ec oa
=
ooo oo
RIA Rit No
oC eo
wet
RIA Sct
oan
oo
lcd eich
on
oo
HI mcd Nilo Ot ence
On oO on
,
so Oo oO oS
Hot elt rile ele
Onn es oq
oo
SCANTLINGS OF BOATS.
WHERRY
CUTTERS.
PINNACES.
LAUNCHES.
mich colt elect colt Ico
Coal
sl
nooocooao’
ole colt elt RO ct
OOM © HM Hs oO
HHO Oo OO Oo 6 0 6
eal mit elt mit
Annontr ts
MOAQOAte KR
SO.SO'OoSO SS 66660 —
ra elt ol AI Ra mca mIct ICO Hyco
Qe rts AHA eB
SCoooocooc oOo See
ols 100 malt cole colt enfoo Hd mYOd melee ae
AANQaAQrBtQNHR AHO
rt
Cooceoco 616 So =
Flt ict Hi8 mc co mc Nie No
=saeaQarnyn ae Qe on
No wl Hie elt
aoondae
Nooooeonoooocoocoocoodconcooocno
mL ct cole wD ect
ICY let calc esfoo ied ence enjoo Mach mo me
riot lt mit No
AAO OMG OAAAADNYMMAAGANAGHONO
MMOOSSSOSONSCSOCSDSCCODGCCC COOH OO COCO
colt RC Noo ict eich enon
ato Oo MO St a
HA HIct Noo Ha PCE elt eit joo Hilco mlco
—
mile Heo enict hho
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lix
FORM OF A CONTRACT,
ENTERED INTO BY A MERCHANT-SHIP BUILDER,
- BUILDING OF A SHIP OF WAR, FOR THE ROYAL NAVY:
INCLUDING THE DIMENSIONS, &C, OF
THE RAVEN BRIG, OF 18 GUNS,
BUILT IN THE YEAR 1804.
ONTRACTED and agreed upon the day of in the year of our Lord 1804,
by and between , ship-builder, of the one part, and
being three of the. principal Officers and Commissioners of his Majesty’s Navy, (for and on be.
half of his’ Majesty, his heirs, and successors,) of the other part, as follows, that is to say ;
FIRST, the said doth hereby, for himself, his heirs, executors, and administrators,
covenant, contract, and engage, at his own costs, charges, and expences, to build in his yard, at
; , in a substantial and workmanlike manner, and with good, sound, and proper mate-
rials of every kind, (to be approved of by such officer or officers as shall from time to time be ap-
pointed by the principal Officers and Commissioners of his Majesty’s Navy, for the time being,
to superintend or inspect the same,) a Brigantine for his Majesty, to carry 16 carronades, 32
pounders, and two six pounder guns, agreeably to the draught delivered to him for that purpose,
and in the manner, and according to the conditions, dimensions, and scantlings, following, v7.
LENGTH. On the main deck, from the aftside of the stem to the foreside of the stern post,
100 feet 0 inches. Of the keel, for tonnage, 77 feet 34 inches.
HEIGHT. Of the cutting-down in midships, 194 inches.
BREADTH EXTREME. From out to outside, of a three inches plank, above the wale, 30
feet 6 inches; moulded 30 feet, 0 inches; moulded, at the height of breadth, at the
: aftermost part of the counter, 17 feet 104 inches; moulded at the top timber line, or
underside of the plank-sheer, in midships, 29 feet 6 inches; at the stern timber, 16 feet
9 inches.
Ix FORM OF A CONTRACT, &c.
DEPTH IN HOLD. From the upper side of the strake next the limbers to the upper side of
the main-deck beam, at the middle, 12 feet 9 inches; strake next the limber-boards,
thick 3 inches, broad 9 inches, distance from the keelson, 8 inches.
BURTHEN. In tons, 3824
RAKE. Of the stem and stern post, to be agreeable to the draught.
HEIGHT. Of the main deck, from the upper side of the straight line, at the upper side of the
main keel, to the upper side of the plank of the deck at the stem, 14 feet 7 inches;
ditto at the stern post, 18 feet 3 inches.
Of breadth, above the upper side of the main-keel, in midships, 13 feet 7 inches.
Of the portsills, from the upper side of the upper deck to the upperside of the portsills,
16 inches. Of the waist, from the upper side of the keel to the under side of the plank-
sheer—afore 20 feet ; midships 19 feet ; and abaft 22 feet 73 inches.
Tue Mareriazs, SCANTLINGS, SCARPHINGS, &c. to be as foliow: viz.
KEEL. The keel to be elm, not more than 4 pieces; sided, in midships, 11 inches; at the
fore end, 10 inches; and, at the rabbets of the stern post, 10 inches; to be 12 inches
deep; the scarphs to be 3 feet 0 inches in length, bolted with 6 bolts, of Z of an inch in
diameter.
FALSE KEEL. To have a false keel, of elm, 55 inches in thickness; to have copper put be-
tween the main and false keels and the sides, and bottom thereof to be coppered, as
shall be directed, and sufficiently fastened with nails and staples.
STEM. ‘The stem to be in two pieces, of good sound oak timber ; sided, at the head, 16 inches;
at the deck, 11 inches; and, at the fore foot, the bigness of the keel ; and moulded as -
described on the draught.
APRON. To be in thickness as described on the draught, and of breadth, at least 16 inches,
STERN POST. The stern post to run up and bolt to the upper deck transom, and as much
higher as necessary ; to be square, at the head, 13 inches; fore and aft, at the upper
edge of the keel, 2 feet 4 inches; abaft the rabbet, at the wing transom, 9 inches; and
the keel, one foot 9 inches.
INNER POST. ‘The inner post to run up to the underside of the wing cranial and to be
7 inches fore and aft there, and 93 inches on the keel; to be the same athwartships,
at the head, as the maifi-post.
FASHION PIECES. To be sided 11 inches; rabbetted, on the outside, to receive the plank
of the bottom; and, on the aftside, to receive the plank of the tuck.
WING TRANSOM. The wing transom to round up 33 inches, and forward 64 inches,
and square; and to be sided 9% inches, and moulded 14 inches, to be rabbetted on
the aftside, to receive the plank of the tuck and plank of the counter ; to have a knee
at each end, sided 6 inches, the arms of sufficient length, and bolted as shall be
directed.
RISING AND DEAD WOOD. The rising wood, or thick stuff, upon the keel, in midships,
to be oak or elm, of 8 inches thick, and 13 inches broad: and of deadwood, afore and
abaft, of a sufficient depth; on the lower piece of which is to be a knee, and another
FORM OF A CONTRACT, &c, Ixi
upon or under the keelson, as shewn on the draught ; and the whole well fastened, at
every 20 inches distance, by bolts of 14 inches diameter.
BOLLARD TIMBERS. To have proper bollard timbers, on each side the stem, for support-
ing the bowsprit ; sided 93 inches, to cast or open sufficient to receive the diameter of
the bowsprit.
ROOM AND SPACE. The room and space of the timbers 2 feet 43 inches full, or as the
stantions of the frames on the draught.
FLOOR TIMBERS. The floor timbers to be of oak or elm, between. D and C in midships,
to be sided 93 inches ; and, from thence forward and aft, 9 inches; and to be in length,
in midships, 12 feet 0 inches; afore and abaft as the draught directs, and not to have -
less than 12 inches whole wood below the cutting down; and every floor timber to be
bolted, with bolts of copper, through the keelson, and main keel, by bolts of 14 inches
diameter ; and all the bolts to be carefully clenched on the. underside of the main keel
before the false keel is put under. To be moulded at the heads 7% inches.
LOWER FUTTOCKS. To be oak or fir. The nine midship timbers to be sided 83 inches ;
and thence forward and aft 8 inches; to scarph to the second futtocks, in midships, 4
feet 10 inches ; and afore and abaft as the draught directs ; to be moulded at the head
62 inches. The lower futtocks, for the better dividing of the frame, are to be put be-
tween the floors so as to leave an equal opening on each side.
SECOND FUTTOCKS. To be oak or fir. Sided in midships 8 inches, and afore and abaft
7% inches, Moulded at the head 64 inches; to scarph to the third futtocks in midships
4 feet 10 inches.
THIRD FUTTOCKS. To be oak or fir. All those appointed to make the side of a port are
to be oak, sided in midships 8 inches, and afore and abaft 74 inches; moulded at the
heads 63 ; and to give scarph to the top timbers, in midships, 4 feet 10 inches; and,
afore and abaft, as the draught directs.
TOP TIMBERS. To be oak or fir. The top timbers, in midships, sided 8 inches; and those
that make the sides of ports to be oak, to be sided 8 inches, and afore and abaft 73
inches; and moulded at the head 53 inches; and, in the range of the deck, at the side,
6 inches. }
FRAME. The whole of the port timbers are to be of oak; the other parts of the frame (ex-
“cept the floors) may be oak or fir; all the fir tobe Riga or Dantzic of the very best
quality. |
HAWSE-PIECES. To have three hawse pieces, on each side; the foremost and aftermost to be
sided 145 inches, and the middle one 14% inches; the hawse holes to be 10% inches
diameter in the clear, after the lead scuppers are put in, and 11 inches asunder, the —
scuppers not to be less than 3 of an inch thick at the lower part.
KEELSON. ‘The keelson to be oak, 11 inches square, to give good shift to the scarphs of the
keel, and bolted through every floor-timber, by bolts of 14 inches diameter ; the scarphs
to be 4 feet 8 inches long, wrought with hook and butt, and all the bolts carefully
Q—TAB.
Ixii FORM OF A CONTRACT, &c.
clenched under the main keel ; and to have a knee upon the after end thereof, and as
shewn on the draught ; those bolts likewise to be copper.
WALES. To be oak or fir. To have 2 strakes of mainwales, of 44 inches thick, and 12
inches each in breadth, and to have one strake of 34 inches thick-stuf¥ next upon, and
one strake of 33 next under, the main wale; to diminish to 3 inches at the lower edge
of the second strake; to be fastened with treenails.
PLANK OF THE BOTTOM. From the second strake next the wale, downwards, to be 3
inches fir plank, wrought carvel work, of regular breadths; not less than 6 feet shifts ;
to have a copper bolt in the winding edge of each strake, the bolts to be driven in the
timber next the butt timber; to be fastened with treenails.
The openings between the timbers are to be fitted in, and caulked inside and out, from
the floor-heads downwards.
To have copper bolts from the wales down; all above iron, of $ of an inch diameter ; top-
side, from the lower edge of the strake upon the wales, to diminish to two inches at the
lower edge of the sheer strake; which is to work down to the ports in midships. The
sheer strake to be 3 inches fir plank, and that both wales and stuff, upon and under
that which covers the bottom, be good, sound, well seasoned, fir plank; free from sap,
and all kind of defects.
PLANK SHEER. The plank sheer to be in thickness 3 inches, stuck with a moulding on the
outside to form a rail.
-THICK STUFF IN HOLD. To have one strake of 3 inches fir, 9 sohib broad, and 8 inches
from the keelson on each side, for a water-course to the pumps; with proper limber
boards, &c. as usual.
FLOOR HEADS. To have one strake of 23 inches plank, and 9 inches broad, wrought on the
joints of the timbers at the floor head ; and one of 2 inches thick and 9 inches broad,
above and below it; which three strakes may be reduced to two strakes, afore and
abaft, of two inches thick.
FIRST FUTTOCK HEADS. To have one strake, of 24 inches thick and 9 inches broad, ‘Gtides
and below it, which three strakes may be reduced to one afore and abaft 14 inches thick.
LOWER DECK CLAMPS. To have one strake of lower deck clamps on each side, 3 inches _
thick and 10 inches broad.
PILLARS. The pillars in hold under the lower deck beams to be 7 inches square, at the lower
end, and 6 inches at the upper end: the pillars under the upper deck to be 64 inches
square at the lower end, and 6 inches at the upper end; those under the upper deck
to be handsomely turned.
CLAMPS. The clamps to the main deck to be fir, in two strakes ; the upper 33 inches thick,
and 12 inches broad, the lower 3 inches thick and 10 inches broad: which two strakes
may be reduced to one at the apron and fashion piece to 10 inches broad. |
CEILING. All the rest of the ceiling, between the clamps and stuff at the floor heads, and
from thence down, to be of 14 inches thick, well wrought and fastened, and to be all fir.
FORM OF A contract, &c. Ixiii
BREAST HOOKS. The deck-hook to be oak, sided 84 inches, and 11 feet 0 inches long;
bolted with 7 bolts of 2 of an inch diameter; and to have three breast hooks, under the
deck-hook, of-oak, well disposed, so as best to strengthen the bow ; sided 8 inches, and
not less than 8 feet in length; bolted the same as the deck breast-hook. All the breast-
hooks and knee of the head to be fastened with copper bolts.
WORKS in HOLD, and on the PLATFORM and LOWER DECK. To fit proper steps
for the main and foremast; lay a platform, with beams, &c. as shewn in the draught;
the beams sided 84 inches, and moulded 6! inches. All the beams to be of fir, to
be knee’d with one lodging knee at each end, of oak, sided 43 inches. To part off
a well round the pumps, with a shot locker at the fore or aft part. To part off, and
finish with joiner’s work, on the platform, the cabins and bed places for the com-
mander and other officers; and, also to part off, and make all such necessary con-
veniences, for bread, boatswain’s, carpenter’s, and gunner’s stores, as shall be required
and directed by the proper officer inspecting the same. Height from the plank of
the lower deck to the upper deck beam, at the middle line, 5 feet 8 inches. Height
of the after platform from the upper side of the plank, or deal, to the upper side of the
upper deck beam, 6 feet 2 inches.
MAIN DECK BEAMS. The beams of the main deck to round 9 inches, in the greatest:
length ; to be in number and disposed,’as on the draught ; to be sided 10 inches, and
moulded 7% inches. The two after beams to be sided 9 inches, and moulded 63
inches; and all to be fir.
KNEES. The beams of the main deck to be knee’d at each end, with one hanging and one
lodging knee, of oak; the hanging knee to be sided 6 inches ; bolted with 8 bolts, of
2 of an inch diameter; the up-and-down arm to be not less than 4 feet 0 inches, and
the thwartship arm 3 feet; the lodging knee sided 53 inches; and the arms in propor-
tion to the hanging, and as the room between the beams will require. The whole of
the knees to be so well grown, that only the sap is to be taken from the throat, and
great care is to be taken that they are not forced or grain cut. And, for the better
securing the vessel by the knees, the thwartship arm of the hanging knees is to be
bolted with four fore-and-aft bolts, with iron plates let in on both sides of the beam, to
receive the second bolt from the crown of the knee and the toe bolt. All the in and
out bolts to be flat or tool headed.
CARLINGS AND LEDGES. To have two tier of carlings on each side of the main deck, of
fir, 6 inches broad and 5% inches deep; and ledges, properly placed, of 3% inches broad,
. and 3+ inches deep.
COAMINGS. The coamings to all the hatches and scuttles, on the upper deck, to be at. least
13 inches above the deck ; and to be all fitted with close hatches or grating, as shall be
required,
WATERWAYS AND FLAT. The waterways to be English oak plank, of 4 inches thick ;
one strake next them, and one strake on each side next the coamings, to be also of oak.
lxiv FORM OF A CONTRACT, &c.
All the rest of the flat of the deck to be laid with well seasoned Prussia deals, of 3
inches thick,
PORTS. To have 9 ports on each side, fat carronades, as also a bow and stern chase, as shewn
on the draught; the sills from the deck 16 inches, to be fore and aft 2 feet 9 inches,
and deep 2 feet 6 inches, to have two ring and two eye bolts to each port of 14 inch
diameter, the rings 33 inches diameter, in the clear, and those on the deck 4 of an
inch diameter ; and, also, for stoppers of 14 inches diameter; those through the side to
be carefully clenched on a countersunk plate, and those through the deck to be care-
fully clenched under the beams.
SPIRKETTING. The spirketting on each side-to be of fir, 3 inches thick, bolted with a
3 inch bolt, in the timber next the butt.
STRING. To have a string wrought, fir, three inches thick, to work down to the ports in
midships, and to be continued of that breadth fore and aft; to shut in between the
string and spirketting, with 2 inch fir plank, the ends at the ports turned off with a
quarter round, also the lower edge of the string, and upper edge of the spirketting.
BREAST-HOOK. Under the bowsprit, to be oak, sided 64 inches, the arms of sufficient
length, and bolted with 7 or 8 bolts of 2 of an inch diameter.
BITTS. To have a pair of riding bitts, of oak, as shewn on the draught and pant square at
the deck 104 inches, the cross-piece of the dimensions and height. from the deck as
shewn on the draught:
RIDERS. To have five riders on each side, of oak, three against the main, and two against
the foremast, sided 9% inches.
CAPSTAN. To have a capstan placed as shewn on the draught, the diameter in the partners
14 inches, to be fitted with ribs and hoops at the partners, with 8 or 10 bars, chains,
and two iron pauls on the deck.. |
SCUPPERS. To have 8 leaden scuppers on each side, 4 inches diameter in the clear, carefully
let out. and turned, that no leakage be found in the laps thereof.
MAIN AND FORE PARTNERS. The partners for the main and fore masts to be 6 inches
thick, scored down one inch upon the beams, of 3 feet 8 inches in breadth, and suffi-
ciently bolted.
TIMBER HEADS, &c. To fit timber heads for stoppers; catheads; bitts for jears; with
chestrees and blocks; stopper bolts, on the flat of the deck and other parts, for rigging ;
and every thing that shall be required as necessary for an armed brigantine. |
CHANNELS. To have channels for the main and foremast, as described on the draught, of
oak ; to be of sufficient breadth to carry the shrouds 12 inches clear of the hammock
stantions; the inner edges of them to be 4 inches; the outer 33 inches; each channel
to be bolted with 6 bolts of 2 of an inch diameter; to have backstay stools as shall
be directed.
DEAD EYES. ‘To have, on each side, six dead eyes for the main channel, of 10 inches
diameter; and five dead eyes on each side, of the same diameter, for the fore chan-
' -
FORM OF A CONTRACT, &c, Ixv
nels; with such others, to spare, for backstays, as shall be required; and fitted with
chains and preventer plates as shewn on the’draught: the bindings to be 12 inches
diameter; those for the backstays 7 of an inch diameter; the chain bolts to be 14
inches diameter; and the preventer bolts 14 imches diameter.
HORSE OR TAFFRAIL TRANSOM. To have a horse for the main sheet, of wood, made
by the taffrail transom; sided 63 inches, and a block in the side for the fore sheet, with
a transom knee wrought at each end, sided 43 inches; the arm next the lower side 5
feet 6 inches long, the other 4 feet 0 inches, long, bolted with bolts of 7 of an inch
diameter.
ROTHER. The rother-head to be athwartships 14 inches; fore and aft 14% inches; at the
lower end to be fore and aft 3 feet 8 inches, on a square; the head to be well se-
cured, with hoops and plates; fitted with a wood tiller of a proper length for steer-
ing the vessel. Bearded as shewn on the draught, the main piece to be of oak, and
all the rest to be of fir.
STEERING WHEEL. To make and fix a proper steering wheel.
ROTHER IRONS. To have five pair of rother irons, fitted in the securest manner usual to
vessels of her size; one pair of which to be above the deck, those under water to be
‘of copper or mixt metal, as may be directed, and to be found by his Majesty, and
whatever weight they may be, the value thereof is to be deducted from the contractor’s
bill, as in the case of the copper bolts.
COUNTER AND STERN. To have whole counter and stern timbers, properly placed to
make the stern ports; with security for the ensign staff, transom for the main sheet,
&c. properly knee’d, and other services required ; and to have a neat plain taffrail and
quarter pieces as usual.
HEAD. To have a small scroll head, with cheeks and rail as shewn on the draught; to be
‘properly fastened, and as shall be directed. Knee of the head to be oak.
IRON WORK. © That all the iron work shall be wrought out of the best iron, not burnt or
hurt in working ; and that all the bolts shall be either clinched or forelocked, and the
rings let into the wood. N. B. The iron for the channels, ring and eye bolts for the
ports, top tackle bolts, stopper bolts, or an additional iron work, which the com-
missioners of the navy may direct, is to be supplied by them, the said commis-
sioners; and the amount to bé deducted from the contractor’s final bill, at the rate
last paid to the contractor for iron, previous to its being delivered to them.
COPPER BOLTS. The copper bolts are to be found by his Majesty, and whatever the
weight of them may be, the value of the same weight in iron is to be abated out of the
contractor’s bill, at the rate of one pound ten shillings per cwt. after deducting one
sixth the weight of the copper, that difference being found to be in the weight of copper
more than of iron of similar dimensions.
CAULKING. The vessel’s sides and bottom to be carefully caulked, in every seam and butt
of 44 inches, 6 double threads of black oakum, and 2 of spun yarn; and, in every seam
and butt of 4 inches, 5 double threads of black oakum and 2 of spun yarn; and, in
Ixvi FORM OF A CONTRACT, &c.
every seam and butt of 3 inches, 4 double threads of black oakum and one of spun
yarn. All the black oakum to be picked out of good junk, and the whole to be good
sound oakum ; the spun yarn to be of proper size for the above purpose.
PAINTING. To treble paint or pay the bottom, with tar boiled to a strong consistence ; to
treble paint the vessel with good oil colours from the wales up, and within the spir-
ketting, quick-work, bitts, companion, capstan, steering wheel, coamings, beams, knees,
cabins, and clamps, with what else is usual to such vessels.
TIME OF LAUNCHING. And the said farther covenants,
promises, contracts, and agrees, to and with the said principal officers of the navy,
(parties hereto) that the said brigantine shall be completed, launched, and delivered
safe afloat, into the hands of such officer or officers as, by the commissioners of his
Majesty’s navy, for the time being, shall be appointed to receive her, by or before the
expiration of three calendar months, to be computed from the 29th May, 1804.
IF ORDERED TO STAND TO SEASON. It is agreed, by and between the said parties,
that if the commissioners of his Majesty’s navy, for the time being, shall think it expe-
dient, when the frame of the said brig is completed, that it should stand still in order
to season, the said , In that case, (upon notice thereof from
the said commissioners) to cease all further progress, for and during the time men-
tioned in such notice ; but to be allowed (in addition to the three calendar months be-
fore mentioned) as much further time for completing and delivering the said brig as
aforesaid, as he shall be restrained by the said notice from prosecuting the works.
DEFECTS TO BE) Provided also, that, if any materials or workmanship shall, by the
AMENDED. ieee or officers so to be appointed to inspect the same as aforesaid, be
deemed defective, unsound, improper, or insufficient, then, and in such case, the said
, from time to time, and as often as the same shall happen, is
to cause all such defects and insufficiencies to be forthwith amended, or altered, as the
case may require, to the satisfaction and good liking of the said officer cor officers.
RATE PER TON. In consideration whereof, the said commissioners, (parties hereto) do
hereby, for and on behalf of his Majesty, promise and agree, that the said
: shall be paid for the said brigantine, after the rate of nineteen pounds
ten shillings for each ton; namely, for so many tons as the said brigantine shall mea-
sure, not exceeding 382 $4 tons, but not for any greater number of tons, unless any in-
crease of scantlings and dimensions shall be made in pursuance of an order in writing,
under the hands of three or more of the principal officers. and commissioners of his
Majesty’s navy for the time being; and such rate of tonnage is hereby declared and
agreed to be the full and entire compensation and payment for the said brigantine,
without any other charge, expence, or demand whatsoever.
PAYMENTS. The said rate, each ton, to be paid in manner and form following viz. -
First.—A Bill of Imprest to be made out to for the sum of £1460
upon signing this contract.
Seconp.—Another for the sum of £1460 when the keel is laid, the floor timbers across,
FORM OF A CONTRACT, &c. Ixvii
the stem and stern frame bends raised, the lower futtock cocked across, and the keel-
son bolted.
Tairp.—Another for the sum of £1460 more when all the timbers of the frame are in,
the bottom planked, the wales about, the footwaling and clamps wrought, and the
lower deck beams in their places.
Fourts.—Another for the sum of £1460 more, when all the beams of the upper deck
are in, the decks laid, the brig planked up within and without board, the works in
hold finished, and the knee of the head up.
PERFECT BILL. And a perfect bill for the remainder that shall be due for the said brigan-
tine, deducting therefrom the value of the weight in iron of the copper bolts, also the
value of the iron as herein before directed; and, after she shall be entirely completed,
launched, and delivered safe afloat, as aforesaid, into the hands of such officer or offi-
cers as shall be appointed to receive her, (and the draught and contract by which
she was built returned to the Navy Office) and a certificate of the performance of the
whole work, according to the tenor of this contract, made and given by such person
or persons as shall be appointed by the said principal officers and commissioners. All
which bills are to be paid in ninety days from their date, with interest thereon, at the
rate of three pence per cent. per diem.
BILLS TO BE STOPPED. Provided always, nevertheless, and it is hereby agreed by and
between the said parties, That, although Imprest Bills are herein before mentioned to
be made out as the works of the said brigantine shall progressively go on, it shall and
may be lawful to and for the commissioners of his Majesty’s navy, for the time being,
to stop such of the said bills as shall not happen to be assigned for payment, when and as
often as it shall appear to the inspecting officer or officers, that any of the works of the
said brigantine have not been executed or carried on, agreeably to the true intent and
meaning of this contract.
IN CASE OF FAILURE. And, lastly, it is hereby also agreed, by and between the said
parties, that if the said shall fail or neglect to carry on and
complete the said brigantine conformably to his engagement herein before mentioned,
then, in such case, so much of the said brigantine as shall be done at the time of such
failure or neglect, shall be the property of his Majesty, upon the said principal officers
and commissioners of the navy, for the time being, paying for the same according to
the usual value of such works, what shall be found to be due to the said
, after deducting the amount of such imprest bill or bills as shall have been
made out and delivered to him pending the progress of the said works. And, in case
of failure or neglect, it shall and may be lawful to and for the said commissioners, with
workmen and others, to enter into the yard or dock where the said brigantine shall be
building, and either to take away the said brigantine, or employ workmen to finish the
same; and, for that purpose, to bring in all proper materials, and do all things neces-
sary for completing the said brigantine; and, also, to launch the same, for his Ma-
jesty’s use ; without any molestation or hindrance whatsoever from the said
Ixviii FORM OF A CONTRACT, &c.
, his executors, administrators, or assigns, and without making any allow-
ance or compensation, by way of rent or otherwise, for the use of the said yard or
dock. In witness whereof, the said parties to these presents have hereunto interchange-
ably set their hands and seals, the day and year first before written or mentioned.
Sealed and delivered (being
first duly stamped) in
the presence of
Provided, nevertheless, that in case the said brigantine shall be completed and launched within
the three months mentioned in the aforegoing contract, then the said commissioners do agree
that the said shall be allowed a premium of five shillings per ton for every
week she shall be completed and launched within the aforegoing three months ; but it is to be
understood, that no addition shall be made to the £19. 10. 0. per ton mentioned in the afore-
going contract, if she shall be completed and launched in less than one week within the afore-
said time. ~ .
AX MW ye 1G
= Ai Diy Si >) £7 “ . . :
“e Z s gz 4 Daw
3 - Zyy
{i Exixg 4)
INDEX TO THE TABLES —
OF THE
PRINCIPAL DIMENSIONS AND SCANTLINGS.
Arrer Hatchway, on Gun or Lower Deck .:...... 21,
Magazine .....+... odesesespegessenssaewstocresegeoss
Platform, framing upon the ..scseresersssoveeees
Anchor Linings ...ccscseccsssseseesscevesescesssesscsescones
Anchors, Weight and Dimensions Of .....s.ssessesseees
Anchor Stocks... .cccsescssesceesesssescecesssccssssscsesevers
Apron PROCES EEOHESEFSE TESTED HEHEHE EHO SEH EEHOHHOHEHEH ESTER EEHEED
Backstay Stools ..sssecoscssesscenecnsescseccscssesevenesoees
Barge, Dimensions and Scantlings Of .....ssssseseseees
Beak reat; PartiGulars GOFs30 32.0... sc co ccccoceccsecces
Carlings.......+4+ ea teneveevececesescces
Stantions ....crecsccceesesevssesevcoscvecevecs
Beam athwart the Head ........sscesssseesseccveesseeeees
olmireriesccctesonacs..- Se; Pens eeeeinasc ins pecans’
Beams of Forecastle ..........seee0e nea fa A os
Gun or Lower Deck ........00+..
Sen METOMIAAPOCK occ deccaccScscccecccccsccscesccencoccss
—— Midship Platform.........cssecsceccsesevscvsesceeees
IEIIEME RPUCIN i Gs sscccecrvisscccccescccsccencssseaccces’
eereece So, 48
35, 48
Folio
22
17
11
55
57
ib,
2
54
57
48
50
35
46
Per ererereseros 19, 20
28
12
18
—— Orlop SOCK OROOO OOOO OHO HOHE HEHE Peete stow ario rs on eas 8, 9
UMETEMEMET coe ccccccccccccccccess Stondsanene pavereenses
Oilarter Deck’ 3.30.0 3c. ccc8. Resa teae ON arent ser oraece
DEEEREIMEIMETEGUIBC .. 5. 0ccccccoscccceracs
SPM EPEC 000050 snscocccccs ccs ooteeseae
Bellfry Stantions............ssessee
WRRCIES sveccccnscese Gupcceeatarceree be Be fee = ee aR
Bindings of Dead Eyes .......cssscececcseseenee Lee teasevees
Main Jear and Top-sail Sheet .......cccssscsseveee
— Riding, on Gun or Lower Deck .......ssseeeceees
10
42
44
@
Bitts, Riding, on Middle Deck sesssssssssrsssssnsseeverns
Blind and Riding Bucklers ........... eacheaas Sawa uancas cae
Block Room or Boatswain’s Cabin ..... seul dine npuiea cee te
Blocks, Main Brace, Transporting, &C. .sessessescenere
Tack and Sheet, &. .ssevcesees Felpinact cos neat
Boats, Table of the Dimensions and Scantlings of ....
Datei (ORC b aioe vc nesp dune cakes et aes Chi cabs #h amar eeaaue esse cok
TO KGES-OE <tc cic ssaxsexsevehangeescsde rere re
Boatswain’s Cabin or Block Room....essss-sessevsevevees
UOTE KVOQUT ralcatestscsrascecacariastcceceses
Bob-stay Eye-bolts .ssssscsesssscssssevsccerveseesateesesaes
Holes SOCEOSE COSCO EHO EES ECHHEEREHHS SEES E SHEESH EEES
Boar LIMOGES ccc cenqencec cocccopacctasth uehapecditcsestel
Bolsters, or Naval Hoods
CROSS OOHRS FORESEES ESEOEOH OSES
Folie
29
26
11
44.
37
57
37
38
Il
ib.
50
ib.
4
50
Bolts in the Knee SPOTTED SHH ET ESE SEH OH OTHE EEO oO EEE DED 48, 49
Bam Ooms A GS ssn cpaecs nevaceaneabekent iar sacesece
Bomb Vessels, particulars Of ...sscccseccscccccceceseccvees
Boomkins
Fey FRANC. OL ci cotens (lecacstaucessns+betcaunaeya hase abe
Bowsprit Collar ......+000. Wace TLE CONC Lee
Step POCO OOK HEH HORHHOHHT OSE OTH OTE SHR HEHE HOO EEE EOD
Stive of POOH SEH HHETET OOH SHS EOH OSH SET HT EEO HV OSEOD
Brace Bitts on Quarter Deck ..cscssccccoccnccccstocncontes
NETS FLOUR TROURG | cate caceckaericedesccacskive dal
IBTEAU OOM) reer cnseches scr cees cuascods troarei tices esc cco
Fare Ne RP CURE 7 aa vaca ga cans edese cater inrercescearcock
Moulded Seen
WE SCEA caw tkaes sents Gib cue ak ae ukbahicah aise calness ”
Fereaae PePAUL cis dacevtossvasscictesaen thas seakiaads taste sbabe
Hook over the Bowsprit .ocsss-esecerseconvesescves
POCO TOOT TED HERE SEETHER OE EDEE BEEBE
- Hooks CROCE RC OR EPO seer ee eee CROCE F eT OT EERE SH a ETe
R——TAB,
18
ib.
50
7
56
21
Ixx
Folio
Breast Hooks of Middle Deck ........++: coeleevs eresatvete OO
- under the Bowsprit ..ccsesereeeevees » den DO EAO
Breast Stantions ...... eeaadaneteaews cuteavaresaus weds eee 47
Breastwork Stantions, Rails, &C. ..ecccocecssossseesssseee 43
Brig of War, Dimensions of .......se0+0s- pitas tious’ 59 to 68
Bucklers, Blind and Riding ’......-se0 ee Oe Perio a
Bulkheads and Store Reoms on Platforms .
Bulkhead of Fore Magazine ..cssesssesesecse St etnawes 15
Light Room, /4-:.:.sses-02s ie sandeaksevenss di ib.
Burthen in Tons........ Save eaeise Leber nekabrenes vapebuenass 1
Butt-end Bolts..... jued aes evawaskeaates adext Vanes a atewaes eevee 8
Cabin for the Purser ......s0000 neues Te Poa es eee de seen ae
SUZEON ....ceceeseees BEep er fertes Bevnave 11, 12
Cabins for other Officers ......0++. pi vesal we sustadteecas Pn ¢
Capstan Bars ..... seneupunines anbesiceesewetaekan sptocstneedeas 39
Partners on Gun Deck ......see0e Sed eieedies cane eA
Middle Deck......+.+. veeousntls quliebt 29
Quarter Deck | sccececkenscvccesessss 42
Upper Deck ..ccccsecssccoeseeeseces 34
Capstan, Step for Fore Jear .....sseceer ens cscbdligessavese 9
Main Jear....... Dei ieclae thee teenie. hile
2 Steps'on Middle De kK -..c.ccocgcccssstcarccvsce,- 20
Capstans, Malit and “Pore Jer *scacocsescetccscecsese 30, 39
Captain’s Store Room ..... sovsccccccccecsesescesevveese LI, 12
Carlings of Beak Head .......... seaecccceccecrcceccccsocees 48
— Bomb Vessels ........ ‘Shy RepapPat at eee TER FS
Fire Hearth ........ SESH ipGhesavetaeess shecanete : So
Grain or Tower Dechy 1c. iii iceccastessaseveses 22
MENG SELOAU, onccee etennes Crib ahi ines pesmanenceier tines
Middle Deck ........ wysrekuak Ven abinadree ae
Orlop ete @e eeererecece oe CCOCCO CE TEHEEHREOOOFT OD EOe 9
Partners, &c. seerece COCO CEECO LOR SER ESE SOOO Oe 21
Platforms eeeeeaseece PP leg RR ad Gh cae IN If
—————— Quarter Deck .w.c.ccccccccccccsececscceees Page Lee
Upper Dec oo .cesccsens “et AORN PRR pa
Carpenter’s Cabin or Pitch R0om .....sssesesseescscenees 11
Store Room....secccseee eee p PA POE TEN
Cat Blocks .......
Centres of the Masts .. eeaneeeks
Centre for Stem ........ seeped nev ccies moaamaae Resmurtcaets 2
CHAINED TRITLE we cnc cunacaaseandsearocsuctehitdiansodedeess 55, 56
CNG TG Sud asstescycasasecs aeaceasts Ay Om ee ee
CHATNOT WV AIEE. ooo cccdgoncess mane BARA iS vase vevvogeccaane 48
Cheeks... coc s cence ecghequhpanesttasedes eeceveccccsccccsees 48, 49
PGR UES Tcotoenets caccarpadedr tenses Guana seioee Dewan wae sehpnes DO
Clamps of Boatskids ..0.......ssscerssosceseecccecccoescoces 37
Bomb bed Beams ..........006 tsncehe Shes ioe Pr tee
Forecastle ........06. easaaeie socccccccceces 45, 46
Gun or Lower Deck ...... van ea taaviaehoak -- 18, 19
cme Middle Deck .occccssccscccccscssocecssecccescess 28
INDEX TO THE TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS.
Folio
Clamps of Quarter Deck ......++ wore.
Round-house ...seeeees soci cates rT oe, ©
Upper Deck ....cscrescccssseseeeegh pusent EEE
Clothing Room ..... Mev eaeer ee vebtes occcscstuccegeccuwvnreses- LT
Coamings of Gun or Lower Deck ...<:sscstenesseueneeeeeneae
Middle Deck .....0....006 oo scenes paqaadamnenn sae
Steam Gratings, &C.. «..<cssssceamsqeneenennenad
Quarter Deck ........+00. copess habneth aeaMaee a. te
———-——.. Upper Deck | ..1...,.cscnceseeneenmnl anneal
COCK pit 2.60 sehesversesecnecsveceseoeidssbeu sien nanan
Collar Benihacs dataccageocevendecccherted cceccceeevoesecccconse OO
= for Bowsprit ....<..0césessensestaskaaenneni nena
Companion. .......ce0e0 sesccccccccsscceesesccccereecccesscess 42
framing Of, &C. ...seceeees $e edschembices teers 45
Cook Room of Bomb Vessel stevesceccsensseceseseecseesee 18
Counters, Lower and Upper ....sccsscssvssccossecerssevee 51
Counter Ports 1... scc.ecduese owed snub en able iene eae
IMbETS. .s00.cevarscen ese san cxenceeaauneeee nanan
Cranks for Capstan Bars. °. ....+..00coesess¥epaniieneaheaaneae.
Cross Pieces to Brace Bitts ..<.secssstesshavenntireeine nee
Head ...:ccssesestoapseapeiewene aan oO
Fore Jear and Topsail Sheet Bitts.... 47
Main Jear and Topsail Sheet Bitts... 34
Riding Hitts ">. iiccstptevecnseeaae val aees
Crutchey fii ‘the Ruii ‘abatt .:.0se00: sssesesens tee AS
or Stantions for Rough- ae Tail secretin AG
| Cutters of Ships, Dimensions and Scantlings of ..,..... 57
endaaceacsicdeeeteemetnee 37
Dead Doors ........ daseudssculeeneae
Eyes in Main, Fore, and Mizen Channels ...... , 54
aecacsesnsenvesesee Gy OD
or Rising. Wo0d .-cccosesessattne gs
Deck, Gun or Lower, Length of ..
Particulars of «:asassueusabhe nh ube ae
Deck Hook of Lower Deck ...... +.» da nash ngiheueneeleeemein
———_———— Upper Deck ........... ateeten ee ee G |
Deck, Middle, Particulars of .......:ecceccsecsessess 28 to 31
Upper, Particulars of ...ssssefeacenaqthane ean eleaae
- Deck Transom ....c.ceeee ey ee yt ae ee
Depth in Hold ....
eeeerrerccecrevesee 1
ede eh ib.
COM HTHCEHO SHEETS SEHOHHHOE EHO HSE SHE SORE OEOS 1
=, of Waist eePpeereeeeeeeseeos Peeeeeereereeeeereeeeeseeses 32
Dispensary Seen ates ses eeeeeenececcseeensees Rr ee me
Dog Bitts.. eeene eenvese oJ . eeorreeserteotesesetoe . 29
eeCe eee eeeeeeeree ¥-
Draught of Water ape serseayens cence scsceans
MOTTE PERU sve sscee emeed ere
AIPA ea ivebsceeumnwagees sapandsenec sees coconeseubapensar gDa, DO
Drop Palls of Capes cocepeccceseeeseeccnccvessecnsecesgens 9 ooo
Drum-head of Capstan ........seeeerees 0 o0u¢ entities
Dunnage Battens.........se0e000 ervesseeeee 10
:
Ekeings to the Bows ..... Pare ce ee
Eye-bolts for Bobstay sssscereessseeereeseneeseescesenesenses 50
Eye-bolts on Forecastle (See Iron Work, &c.) ssstessere 48
Seon eeereereeeeeees
INDEX TO THE TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS.
Folio |
Extreme Breadth .........0cee00 Sér2cters ERNE PR I
———— Length, &C. 0c. .seesecseseeevees sevevcscceecene errs 1
Fall or Rise of Upper Deck ......ccccceseeseesenereeeeees 32
False Keels ......... PRESSES TT. co ihees mosses Gerecensases 1
ek oe COLE CCELLEL EEC EEC oo eee: ecto Buvirernicttice
BUA SUSE ESET Ss és ast SRA Fritters gma |
Stem 0 or +k pron teiatorese chase tetecteberceeetinsssts eee
Fashion Pieces ..... Witets COTE A ceed tareoeesetesvss Sophy |
OUGID Weasedetetics tics vocveets Pht Peretetieeeiecstcs OD
GNM PUMILPUedURv eb aetecets ccccececitcect eertittetis’ 45, 55, 56
Fig“ure ..cscccsssescsecceccosccssenscosscecescesces Pies sccees 48
Filling Room .....cssecsessecsscesenceeceetenecesencsevee 16, 17
Filling Transom .s..s.sssscescscesceescncensenscnssecsasenees 4
Fillings abaft the Upper Deck Praris0iis Sitc.teccoss ss sy
First Futtocks ..... bieee , Mies ae Pir tin. Fitecctss a; O
"Lieutenant's Store’ Room f)i ieee ccs ee st eecee 1T; 12
py eee SOME Bg sey CLEA LEC
| erties ik LER 8 te 11
Flat of the’ After Magazine ::......cccseseccseeseeeeees -Prgad Wf
——— ~ Fore Magazine..........scccesecsescseesccsesaves sTyiaay
SPU POC civcdeseseseccccees. Revert? So Stohr 25
Gene IMNIMNIOG APOC! ceascstoccssccoscccccccdocsss Trees tect 30.
———— Or lop .crereccseccecsecsereecsons peecetes Wanevisss 9
CRIT PGCE Sop csccsssccctccccsees Mereeaeess voretea he
PORE PROUNO Sescccsccsccscccces tetecitess sess seece a
Upper Deck... ccc ieee cece eee rh ces opeyy see OO
TIE TRIED Seesssscscsss. “arr see ty epestauteste Le
SP RIUONS ccnvec ses. GEevestiatecirsiaebaieceteewcdececs be
Footwaling ......e.ssseees seo sonesesccvepevoesevvecsceees cssee, 10
Forecastle, Particulars of ........ Welencsadiapeescatss 45 tO LO
DUMMIES fends vddessccselspcsevece “ie fy 46
Clamps «seeseseeee eesecevcecsocnscescncesceses 45, 46
Eye-bolts ........ viesciewtes vereteedee pA Pee 48
EMME MERLewab access ene: oo tvectaa's vtede srteibets 47
Tron Work ....... traert ben woeeeR teas Tih toaess. VO
Ladder-way .......ssses0 Ce eccenneessys apames . 46
DONG GE ose. ec icccee eve Sale 'SREGER sa ose 09 genes 10.
Bee tiedcavcessecee peeeesbape Mavettnt erst: Seanad Ue
PE ERACKSecccceccsese dinkeneeveMuaes theese sexey fe7
SOPITCETID Go ccsesevevevervcccossepevsecsssensees ib.
Waterways... cccccsccccessceses PS aEA CS ans bones ss ib.
» Wd a a eepry 1 ope ore akteian Febp avs 53
SPecciasess:. Eeeatnave cence. peaateneeetie Wedees? > BO, 56
PON ACAUMAM BLED 000s cccccepscccncccteneencs voor 9
Hatchways on Gun or Lower Deck....... Ree at
Middle Deck ............00. Mepietts Toe
Jear and Top-sail Sheet Bitts .............ceeeceeee 47
ES SASSER CEE Eee SPereureare pried os he Ko
Foremast, Centre and Rake of ......ccccsccccecscccccccees 20
Fore Platform, framing of ...........0.006 Wibsieecerseass TO
Sheet Block ..........0006 besbduaeteaneelie sts ess ccces 37
DMRIR waves espoteteserscevcsestdstersvetertnciercssceedse” 13
Folio
Fore and Sprit-sail Sheet Block...sssscerecssseceeeeseese | 37
Fourth or Upper Futtocks ........ scnvenduddedvadnbie se seve O
Frame Timbers ....csccccccsscesess <Vibbede ceva shimaeemas 5
Framing of Fore Platform...... Serve OTT TTY eee Heeves odd
round the Ladder-ways of Quarter Deck... 43
Futtocks, Fourth or Upper ....... NYTTTL dvisat ES BD 6
Lower or First °:..cicssccs0ssessosececvccccceesse Oy O
—— Second or Middle.......... savbssttacuens sch vsvaee—O
me ind irereseacadssbeiiasa AT we.
Gallery Lights ......,scccsscccecsevcccvcnveceecvesers sosees OL
Rimy ss ae acdiuvee des en dvdevededs OTE Ds
Galley, forward ..,........0. Sariecteeoctes Steves NECKS 32
of First and Second Rates.......... Fiske cubde eos $1
hird’ and ‘Fourth Rates" Ua.cescevcccs cost caete 36
Gallows Bitts and Cross Piece ........+6. aheeece tenes came 34
Gammoning Holes ....+..seeeeeeee sa Deaettarenaetaeetason ers 50
Gang-boards ........ sesencdevcessdcevetes Unedesuaresescovcees 38
RHOMESIIECE. steusaiaccrvacsiasse coueeerireceerverstes:feminets “7
ait Eye Strap to Main Chaithels apre thee 55
Gratings of Gun or Lower Deck ....... Sesphsencs seve 22, 23
———— = Middle Deck i iiciiiscsistcccevccccveees seanecs" aU)
RUUIVENTLICCR “cccodaveceetscecesetasceronsteata 42
Upper Deck .........essee0 ose eeeeeaseneceees 35
GTIPE *.0,...cccnccccccesccsesccccecscscvccesoascvenseves eee 50, 51
Gun or Lower Deck, Particulars of ........0.ss000. 18 to 27
COMIS: tedeerecccencases 2h Arete, 19, 20
— Carlings ......... Saccaseaethe Pt te 22
me WAIN PIRacesctveccteess des¥eBavcese 18, 19
CORMUIN GS veces sccexscessntecedecce 22
Pie Senssecc nets cf piaeteserosecnse on oa
RaEMLINGD tenncutsercererrst sez, ste 22, 23
ees CSONS si scsree Ppaveanehdatke ses sentes 19
Gun or Lower Deck Hatches .............006+ abt 21, 22
a! prelate ied as coh 2 Aaa arn il 20
Ledges ries sine, Wie seastedshes sp coves 22
WWIAST aTUUGIS: .-ortecceetesi scent 21
PINareee reccasee ease etait crs canene 25
Plank, height from toPlank above 19
POT tlracedresivesthidt cath sree, ib.
PGYt-MUS oesectacs¥ cat dveesaeacs 25, 26
(eas KUEN ES Scuttles’ cessey ses BURR TCT t es asunnse seve 22
SHOU MACKS. esscscqecressss sshesZodeus sane
ses Spirketting ....... BARAT ha tie be has tee 25
Waterways...... PRON Ts bateeesesasees ib.
Gunner’s Store Room .sescceeceseeees ch ac een PY Teaie a |
Gunwale or Plank Sheer ........ SERTE date dee ceed oscccce sates am
Fidix’ DAC Wets Tis Wiss ceccrehiareackden. Sewalsesacvacert 48
Half Beams of Middle Deck eveeecr aes noriee peter - 30
TPPPOe A MOC i areas dektge tec tee tec seceseas - 34
Hammocks, Racks of, Gun or Lower Deck ............ 22
as Latin Middle Deck ereeeoe
Ixxil
Folio
Hammocks, Racks of Orlop ..ccccereserevesscrcssvervevere 10
Hanging Magazine..... seth acanteune ll?
Hatches and Halewasa of Gan. or Lower ae a “Ql, 22
——__—. Middle Deck ......s.ccccees 29
aes tye docbdscdvccneccanaces 10
Se eaeeserroceseereres
Hawese.Holles, jsccgoc .ctevncegseds saancens} are alter aE » and apes
FIOGE cic scgccunsasensedecdthhee Mia veiet as hp enn Oe
PICCES cer céaegcesebecererestehstscapsdutatniabecsecas 2,3
Head, Particulars of . sas Niacustcedeatucs Quinn gisele Med
PCA ec cccishvssad abtnrondcunsacabboneheays inne Hasek OO
Carlings .scocccerccccserssrsecssecsccescnsecsevees ib.
Ledges ...... Aap so.cesees Gus knee ssMenat So pene ib.
of Gun or Lower Deck ....cccecereeeeees 22
Middle Deck..... Sida den singadtle Oiees bls 30
——_—_—_—_—_——. Upper Deck ....
Height between Flat of Orlop and Plank above ....... 10
from Fore Magazine Flat to Flat above ...... 15
of Gun or Lower Deck Plank ....... > ae Pp!)
between Gun Deck and Deck Plank above... ib.
from Upper Deck to Quarter Deck Round-
house and Forecastle .......+. beaas i cnt cnatnens une atin see
Helin Port Tyansom. . .-icsesescc'csepas oa sabsaesd SaaS 24
wn. ENCES b vccccticcsdocnasccncétcovese 24,°25
Hold, Depth of ........ ee 1 TLE ]
=
Works in ...0006 staetaeccetiene scataeecsiceas secenl L2ntouS
Hook of Middle Deck ...... FO RS SPO
- Upper Deck ......secccsseeees seesecccscees sorcoovee SI
Horse for Main Sheet ....ceseseseee e¥iepececsiskencecs cazaee moO
Horses ..++- AAR CEEIRIG PED ee nee Fe craw iecctuececcetccec cc aeemnO)
In-board Works... ....000. dade rahe ecghity Bi cs bee cota teees 8 to 53
Inner Post ..
Stemitesiicssiestadeesvestscnnncuse avis eccnetbmadetecenes MATE
Tron Crutches or Stantions for Rough-trees ......e.0. 56
Horse for Main Sheet .......0- wiBsavoonbeuranariacken Mull:
Horses dcaapamlne tae vacann Sue niSdis pon
Knees of Boatskids, .is\nctsensthbeccssdercnecse ans ee
sal Pa apscesecaeease ets eteess es amen "GO COOCC: waaeente eee ao
Standards of Middle Deck ore er orre oF ene 30
—— Work along the Sides ..........0006 aang sasvaaranes 56
of Forecastle \. isdeieas: attedess OE OO OE. 47
Gun or Lower Deck ........... eats casees 26
Middle Deck........ ie bSias dale na sectenseeer cea
Ports, 860. Gsseotiakibas aeuhice slavscianre 36
eeeeeeeeesereoseos eereesee COB COCR E SEE EHE HE e EEE OES 3
eeeeeeeorererere
Round-house Ports s.ascct¥evncchie odvesae: 40
Keith MART creas ns ob nc apedeonctineesdechucatvbandess ys shaadee mee
Kegs, FAIsS si tidienccuscccsaceteatuctsvacacneneliteaeiaaeaen ib.
Keelsons or Kelsons .....cscsecesesses odie siete Fh steam 6,7
Keelson or Dead-wood Kuiee ........0e00e aera
Kevel or Cavel Head Blocks ............65 bibndieseabaende 44.
Knee of the Head ........ wadnahe sata eae ae
@oeeerteeseee
Quarter Deck and Ports .......... vee 43, 44 |
INDEX TO THE TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS.
Knees of Boatskids .....sscosscsvcscccssssccseceosecceseseies 3S
Catheads
Filling Transom ......+-
Forecastle Beams ......++-
Gun or Lower Deck ......
Head Beam ...... SRE.
Helm, Port Transom. ..++.cesesceccsses somueeie Seno
Lower Deck Transom. iciccsceachacsstenepenee 455
Middle Deck Transom ...sccccccsscssess yoo 28, 20
Midship Platform Beams ....ccsesscessesonase 512
Orlop Beams ..
Platform Beams.......
Quarter Deck Transom....
—— Round-house Transom ...
———_—— Upper Deck isrrrcrccooreeoes centeves
Upper Deck Transom
Wing Transom ...
SOHO OTOH HOSES EEE FER ESO SES 46.
Pe eeeeeeoseoesesesseeese 5
eee eeeeraneseeraseeeee 45
eoeeoeeseresesoreses 20
seoeeeereseneseses 50
See o eee eee oseeeeeeeereHetseseses 9
POCO TOE HEE HEHE SEH EEO EFS 10
I ck Rn PC
senate Adee hls
scsseee 32, 33
eeeoeeseeossoseoees 4
Ladder-ways of Guin Deck .coccrsccssccosercesccescosee 22
- Forecastle.....+ secccveccees 46
- Quarter Deck ..:sssssagananusbeeaneatiess 042
Launches, Dimensions and Scantlings Of ...seececeeees 57
Length, Extreme, between Perpendiculars ............ 1
Ledges of Gun or Lower Deck .........++ besnecs. v2
eeeeeoreeresees
Head eoerccvcccecesocseeeosesceese ecvecces eeecees erly,
Middle Deck. «...<0si<deeddheeneReadinaeaaeieees ee?
Orlop ...ctececreecsees seececcccesonccesacscceceesecs 9
Platforms ”:..dcs.ssceaden anguanaciadeepeisstasega amine lk
Quarter Deck...... Rey rert Fe- Jiscvasen yes ac ketnbin | Me
Upper Deck, ...cccecsesencsees Codnsanascenpasienes SM
Light Room Bulkhead .... seulsnakReieee = ok Lip
Seereetovoseteneresee
and Passages ...ssesseesddseecasessuchuengunans | LT
Laimber Boards 5 «+os0u nassee se.c.as wee veubsie seed haan yaeaaneaen eee
STAKES scoss0casenemecstienenen 6's uomerteeRenmanieten sake eee
Linings for Anchor ......... ¢ ccwnececases'cqn ahs gunnemnnnan ae
Load Draught of Water .......sesseseereeee sinhpekebortatmete. .. 1
Long Boats, Dimensions and Scantlings Of ....+sscee0. 57
Lower Balcony Breast-rail .....cccccsececcessescccecessvese Ol
=) CLOMDRCT. asnaneees puedecescoenceveseden canna nan
Deck, Length of ...cccccocceceesere
Lower or First Futtocks...... sssessees
me Puttock Riders: sconce sencceasms
Cove sivesesseses ]
eeeoeeooreeseseseres 5, 6
CO CTO CHO SEE SES SES SES 14
+7 Eas Ports above Water eeeeee PROC T THOT H HOSED EEE OEE OES 1
oa aots oh Spindle of Capstan ececescenceesecenn teneinanEan 40.
Magazine, After eooee SOHO HO SEO EHO HET OHOHESEOH OOD ESE TEREEE OES EZ
Fore eeeeeeerorereenes COROT HERETO THO E SE EEE EEE EES 15
Passages eee ereeeeseeseeeres ee eeeeeerereeeeee eeetee ll
Main Brace Blocks......cssssssseseereeerseeess vrvsececes 44, 45
CGhiatinels « sastescesseacQapeaniall fekepe 00's wn 6) « sagan Re
a eee eye ncaa actios oT ate oo appended
—— Hatchway on Gun or Lower Deck ......ese0eee0e 2
Jear Capstan Step on Middle Decks.) aa 29
INDEX TO THE TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS.
Folio
Main Jear and Top-sail Sheet Bitts cscssccserseeeereveee 34
PPT S EIU cubs evvecsscbdecdsvossest SWebITEs ve
— Mast, Centre and Rake of ...ccccscssovceesoseeesee 20
—— Sheet and Studding-sail Tack Block ............. 37
GOINDEG DEN ssababsSesvecsccccccuscissdcdeuclcasesesenves | 1S
Ei ciay cusieccoentorgeccncsttosbavids WSF
PUN MMMMERRERTENRE TES n00 cecscviscovescensccbsnccteasanerse —-F
BAAN Ber siscscscsscscscsccsccccecsccccssrccsccccsosscweveesoess 26
Marine Clothing Room ........cscessessescesscscscessceees 11
Masta titres And Rake Of .....;sccveoecesivesseesdeesss. 20
Middle Deck, Particulars of ..........secesseeseesee 28 to 31
RE Sinaia ange s¥SauaN eee) a ee coeebees cated ~-QS
RR IOGE dicks. cv cacecbiecbostdsvreeyers ~-90.
Carlings .....ccrocscsersrvccccsessvcsveceeee 29
= Clamps ..cccccserssssersoerecs dibeapiie swewie 28
Coamings .00......00. sevesscveceeees 30
PMS Au'vise ae danie ene Lvcukaake Ae: aes
RNR ahivncsh cas usessPagastsbeesssswesee (1D.
LEC. os one pnpens indsss tr edivades’s 041120
en TEE ELLE ee ere as avant yee ca ~ 28
TOG BeES, 0.020... ee ORE ek, pe ee
De 2 a ae SEN bs aber eed
— RE Reais’ « i chile <9 wadisioceess sana MEET
I Fuhja yk ic aes iwisedcsastseceee, 28
—— tect a cnivhh shee <t¥h eeoseeee 90, 31
— NO 05 Soa 18s dish Sade vobdev daca Od
ES acchpossscasoreMssacctivbaives PAD.
BMAD rir spr oeres chaansee doaeivessieniirGO
ee) Ee ee bigest we rre2B
Transom Knees ........... bid soba >
—___ —— Watter-ways ....sccccecosseesseseos
Py a UR ane, 2d ne eo
ITE ROGEANB oo yvc eh sac onssnsnssieras sess . 40
Midship Platform Beams ........scsssseeees
NIE MSR ONUOIG- Vanvadenccsckcecessecec’ sana Lattice
Mast, Centre and Rake of .......... ats exngsnata wt
TY 23 Step SHSHOOSH THEE HEH OHES* OREO THO SERED ESSER EOE EEE EEE 21
eeerreeererors 6
DINVel OOOH Or Bolsters (....scccicdsveevecsocsardeneccccces. 50
UN OME se kiveinvep000.0000is'ss0b0s vacsesecserd¥iessocee: Sy D
Carlings POPSET OPORTO H OEE eeeeeeeeeoeoesee 9
Clamps SOTHO EHEEEDEHE TOD ETH SESH EHO EEO ES SCORED E SEO DES 8
9
O
EREER SN cus \ aevecdecccans
RE EBCEG. BCC. os ecasecedicenndavesesecesc.., ]
ED ecinwnSasesecsesh paces assidpeatusee tas tekus AD
an on es can srninn ceneeseratesanedbies a .0
ES SE Oe eee en segeteactiytveasiedeenl. ADs
Ne oe vcn tess cccesavrsccesrcsevctece. 10
MEENT NED oScscsn cess cases carseincracecssnacaste 3 to.5G
POPP eee ees See eee eee ee?
Pall Head Bitts of Windlass «......c.ccccesssecooeeeeeeee 99
RPO 655 secicr oases Seessavehcendtbineres off) ape
[xxiii
My Folio
40
24
29
Pall Rim of Capstan ec pcueserseed duces enhate cgns et daeeoessee
Partners of Capstan on Gun Deck .eccosssscsccccsonsenees
~ Middle Deck ...csecsssserereere
—_—_—_—-- Upper Deck......-.++- eeas ess ade
Partners of Masts on Gun Deck «++rssreererrseeeres
~ Middle Deck ...cccccesereceereeers
Passage to Magazine .sscsseerssssressvrer serene
Perpendiculars, Length between «.o.evressrrererseerees
Dias AE tha Porecaitle. éccccsscsssstenesedas eee See
Gun or Lower Deck ...-ccceressecereeroers
Hold EK cibennda ae
Middle Deck...srcccossnscevevecngeessnseeses
Quarter Deck .eccccscsrcceceevevecesevssoers
under Bomb-bed Beams ...++++++ ST ee
Pinnaces, Dimensions and Scantlings Of ..+.+s+eesrreers
Pintle ssi ivirsviveckccoacsascsnngsasssnere ddoaseupesebers
PXtChe ROO 25 incce.saecbunines
Plank of the Bottom ...cccccesseccecensoneenseessenens
Gun Deck, &c. (See “ Flat.”)
Plank above the Strake of Orlop Beams ...+++++++++ +++ 9
Plank-sheer or Gun-wale ..ccscocsssececossvecccsesveses Soy 4F
Platform, After, Framing upOn.....sesereee SM, a iceaaa eh ae
Beams and Knees ee - ERE ye
Fore, Framing upon sssse.seeessesneoseersretee 1D,
Ledges. .rsncassoassorcerrarsccsssensccecessorscesn IE
Pointers or Sleepers. ..csessersseeseereereess site stmaceackesairiclicd
Portlids of Gun or Lower Deck ...sscssseseecenseneee 25, 26
: =, Middle Deck. .cccosncsscodapecdercccscapesepen oe
————- Upper Deck .srecscscssecceserreeecnssoneenreees 37
Ports. of the Counter .:scccccccscoceccccctdiscntcccesscssccces
Gun or Lower Deck .....++++
Middle Detke ss .iccucencceteadsepsccncsecces seule
——=- Quarter Deck....cccccccccccccccsctevers Jostes@ennie
Upper Deck ...ssscsesscsesenseseeeereeereenes
Posts, Stern, False, and Inner ...., re re ee begin dele frei
Powder Room. ......-2+++08 Sthacewshns eetekkeanene™ a cnet
eeeeceseeseneerseeseeese seers
eevecccessecseareoseresere®
ee eee
Pi)
1E
PUMPS “.iccpussichndestevivecspvedsesveveadarcesteestsoccsce res
Purser’s Cabin, Length Of ccccsscecesssseeessssnsreeeaeeees
Quarter Deck, Particulars Of ceccsvsccssevscsccseeece 41 tO 44
Beamsiiie<ccorvens eve wine’ edcvovdbeesecs) 41Q4@
Capstan Partners.essecscrsressscversrsrnses, 42
Carlin gs. .cissavessdpeeaeebvesvdleencoe veges: | DE"
Clamps ..cccscrcccerscccccrsvscccssseesceecs AL
ee Coamings ..ccrcoccecscsesneosesesesessscsse 4S
Plat ofscd ee cai bike ees sls
Gratings ...cecerecvccrersecresssesccens rey
Height from, to. Round-house Beam... ib..
Ladder-way .csessscvesces sve csaveceveeeee /1Dy
Led gedicoarcscsicae's ENE S SeaatW ae tee otieve ib.
Length of (i. caccaesssivel« Sed awedal sversiee ib.
PP illars..sccsscescescrssesecesccscesecsssreeee 4B:
Ports PCOS SETHE EERE EET EEE EE EE TED ESE E HO AQ
lxxiv
Quarter Deck Scuttlesstvesnccsi cress ecGiae teesstbesttabees
Spirkettings . se eeeeseeeserscsseasassresaeee
Pransoms .. a esiaes pcoecsses eseve serves 425 48
—— Transom Knees weccsssssssesers saaeceseete
Waterways escccrsercsccescssncececseaceoeee
QuatterPieces °. iissid. aves vas dicadd hun sever ew ravesr tenes,
Quickwork between Quarter Deck Ports ....ssseesevere
Rails dnd Drifts so. 0. scccccsdsiccedade Seeteekseltsestaeesanecs
of the Head .......000.
Range Cleats ..cccecccisesesscescccevecccscsssscesceedoveseos
Riders Of Bomb Vessels ..cccccccccccvecsscscccccccccccseees
——— FIOOr crccccee
——— — Lower Futtock......cocsessessescossteccctecceesesess
Second: Puttock Oss ligies. edd te 2a 6 cae ea thee ahd
——- Third Futtock ....
eLeeeeor sever aseseoeseoesesesesesenerese®
Coe OSHKOSH HHP OTE TERS HO TETETTR HOC EHD
Riding Bitts, Gun Deck......ccccscecsseseesevcesssenees 23,
Mid dle Deck inn cietevensia diemadancecticicls davies
shoeeeeeeereeewesces
eeeeeeseseereeeeaseeOeTeesneeree
Rising Or Dead WoO0d ...secccescecesceseesscssccsecseceeers
oar RR Fall of Upper Deck Sees oeeedeereesosessoesnese
Rollers for Messenger POR Ce REESE EEE ESCH EEE EET OEE SEL EEH EOS
Ring Plate
Room and Space seecsersscseseccscccenscsevssvesescssncceeves
Rough-trees vescecsecseerseeeees
@oeeveesosereseoee
Round-house, Particulars Of ..c.cssesccsessescscsseees . 44,
aan Sree Beams eee eoeserescaoeeeersese
Clamps ..eresrrecesesseesconcescses
Fiat eesave eeeeeeeoeren eveevene eeoeeeeteseeeces eeeee
Hance aissiscenes a dbule a patent tented cele
Spirketting eeeestoeeeeseeseseeeeresereeseesenete
TransOMisscctessced
Feoreseseveseaoseseeseeese
ee
Water-wayS.rssssereees bese SSGEG tee wane
Udder Bor ccccedescestccassocsacdeemeenee
Sail Room Carlings ...+++.+.s006 PE er rer eR Aci ee enane
Length of ...... eee hoon dicnulodeteny Coocae tate
Stan thon as esinseciacsoamenk
Sash Transom ...... Reet uu ceas «dgAasauaetnateraceenneda vas
Screen Bulkhead ........e00+ faces iitds diipiccieads «a des Hae
*Scuppers of Gun or Lower Deck cescsesesceeceece-eeeees
Middle Deck. .iccucodsssdsteetns A averse
Upper Deck ....sccccccsnecsccecsescsereessess
Seuttles for air and light in Gun Deck.......scccesenees
in After Platform, .....c+ssseecs stale vuntepennant
Pore Platform 5 te. ceeiast distal b ovens evens
Gun or Lower Deck ......cceccese sovcvccccers
Middle Deck ssscssocscdssacdvguaitds
Quarter, Deck yeccoceccdecchsthatels covedesvnves
Spirit Room .rrcsseescssccvsevceresvcsscescscees
for Steam Gratings .rccccrcscseqesscecsascesarcesens
ee
————— nee
Seer eee seer sesssseseseoseeees 48,
43,
Ports and Iron Work ..scsesseceevevees 44,
Transom. Knees) .ocsisihce tetapeeen sev enperd dy
Folio
492
43
43
| Shell Rooms of Bomb Vessels
INDEX TO THE TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS.
Seats, of Ease ..osaceccodinlala odiiebslih obicss oaleh aosiiate mama
Seat. Transom sicicccsecccccescceccsccaeeucheuelnneennnannannnm
Second Futtock. Riders . 20s sss sas decide todeeeeed spOUeeannt
Second Futtocks iciiscbusssssvctsvdveedsendhe babesdeneeeses
Shank-painter Chains .....sccccsccssctvecvsvscesesecsssences
= Strakes SOC T ET HTHH HEE EHHHTEEEHETESEEEHTEHE DET ETETEES
- Wales
PSPS EOS ETE OTHHH SHED HEE TEES HEREH EHTS ETH EES OTE EES
eC TOs ees eo eee eee seaseetes
Shot Garlands on Quarter Deck......scccssccoccsssveevese
Laas Lockers ...0scecessevcedeseeddsqdedeteneiene ateieaninan
Racks of. Forecastle ...v+ccevs cogstUeteedeceuneaeven tn
Gun or Lower Deck cioiivhedevccessocse
——$-—$—— . Middle Deck .icccccccccsccscccccsceesecens
Upper Deck ...cccccserscccsensceececcvens
Sleepers Or POINters ..occcscecesvcsvacsvescncsavesesvececses
Slop: Room: se secvesseeverees avecéustecdteadaeeebete tevarcarerne
Spindle of Capstan ...csccsssesesssesccvscccsvevecsssessesces
Spirit Room Scuttle ...cccerevcecssescsscsscnesecsencoeccees
— or Spiritous Liquor ROOM ...ccsscscreecsesveceoes
Spirketting of Forecastle....ssscscscessscscssserscvsssancces
oi Middle Deck © .sesnssenemeeves secesevecsrneee
Quarter -Deck:sssiseuss. 0abetecsetensen tes
Round: House tev ses Verbs tltetesareoces cee
—-— Upper Decksisses ssi seb tetUvGeepeeeete ste
Spla Boards... ssssssssescscavevceveccecscversscssnscpecssosses
Spritsail Sheet Block .cccsrsscccscssssccvccvsccsecnsecevens
Spurs or Standards against Bitts....ssscecscessesensceoeees
Standard Knees of Orlop ..cccssscessscsverseccesevessseces
eat Middle Deck CC erereseasorsesese
~—s Upper Deck Seoeeresseereseeeeneee
Standards or Spurs against Bitts ......ssssecsessesrseneee
—
— Bellfry .ccsccscsssevsccsseccscsesssccessscoens
oo
——— ——— Or lop cereerscccsvccecvccsesscccsvcccvescsssces
at fore Part of Round-house.......sscceceeees
Steam Gratings .scscsscsecseccsersseereenceeenseeceeesessress
Steering Wheel Stantions,: Sc. S2e.0vs Suen cee
Stem, Centre for scsccccccccecssscssscsccccccessccscevsscossos
Height and Particulars Of ..ssscccecescscscncevevcces
Stemson
Stemson or Kelson Knee....ccccccscccvccssssccccccccsscsccs
AOS PERO EHTH ESO SH EHH HEHEHE HH HEHE HEREES HSH EEROE SHE EEED
Step of BOWSPrit .sccceceencvesevecceeesecesseessaseecesesnecs
Fore
eos eceererereseereeeeeseee POPE EO e Ree O HEHE Te EEE EEE
Main COREE C ER EHH SHEESH HESS EHHHHFEEEEET EEE HEE SOS ETE EES ESD
Mizen .....cccesnsccccocccccesesesrecescscesscnosesecces
Steps and Partners of Capstans ...+ccesseeereeeeeceenenees
Fore Jear Capstan .sesesseverseee
Main Jear Capstam .sseseseseees
— Gun or Lower Deck SOO eeeeeeeoeeeeseeeeos
Standards or Riders of Gun or Lower Deck ....... 24,
Stantions of Beak-head CORSO ea EHR EHHEEHP EOE OSE EEBEES 35,
Breast-work PPPOE H EEO EH OHHH OH HER EES ESO SOE 43,
55
Sheer Rails ..occnccccscessvcvcerdescdecsuedvastel lee innaaee arer sare
8
ib.
18
44
“45
47
27
31
“9
ao
30
36
24
48
AT
47
10
45
Stern, Particulars Of .csssssereeesessecreseeseseeseneee Ol t0 53
MI io vp 03+ 4:05,0
ES ii rae A
Stive of Bowsprit... .........
Stools for Backstays..........
Store Room for First Lieutenant,........
Store Rooms upon Platforms .......
DtFakes, Sheer. so .css.. sess es
Bf Ceebaes eae TPA AS. RS Pe
String i in the Waist .
~
ereeeeerseeeserereone
ereereerere
eo veeee 11,
ee een eeeaee ere
@eoeneenere
eecse ee ee eeseeneer
eee eee eesesrereeoernereeseeeon ane
Studding Sail Tack Block...........05. pedieie de-ee-e
Stuff between Lower Deck Clamps and Orlop......
———— Gun Deck Ports..... Sf FON a
Middle Deck Ports......sssesescvess
Upper Deck Ports ..
Sihparters: ki’ Ay 8s see aaa
Pn... Fess op 11,
ST AMMPOMRTLANIORED CON Us cas cu Societe ccs sieocecive
Knees .......
Thickstuff at First Futtock Heads. . 4
—— the Floor Heads....
upon and under Main Wales.........
Third Futtock Riders ..,
Futtocks .
Tiller and Viller Sweep...
—— on Upper Deck ...........
Timber Heads.......
Timbers, Floor’and Frame..........0+.+scessees
Timber and Room...........-+-
MGpball SHCCO MES es ee oe eee c cect eens
eeceweeoreeserern ete
eos eevee eeeee
eseeereceeneeereeseoe
eoreereern roses eo rt eoeees ese eevee
ereeereeeoereevere
eevee
eeeoereeee
e@oeoereeerraerseeoee eevee
pPo ae eoroeome . ° eeseeveeesee
Taplates .sceersesscccersececreescseceeeers 53,
Touch of Upper and Lower Counters . ih aathahot site cE
Transoms and Knees, viz. Wing, Filling, and Deck
ee Ee > eae
Middle Deck.........+
Quarter Deck ....00cscsevseresovee 42,
PPMMROWGO EUs. E60. euleee s 44;
DOME ces este ees S95 EE
Upper Deck.......... PP A 03
under Wardroom Lights ..
DI DOR SIE EMOCK ovis 0s. otis wieeeseee oe 44,
‘Tread of the Keel........
Tricing Battens, Gun or Lower Deck.......
Middle Deck.......
eoreeeveorrenes @
eeereeseereere
@eeoe eo es ee ees eHeeseoone
eeeeeeseoneee
Folio
3
11
20
54
12
1]
|
INDEX TO THE TABLES OF THE PRINCIPAL DIMENSIONS AND SCANTLINGS.
Ixxv
Foli
Trundle Heat of Capatan LeWinere Wee, Pewee oe gan 39
Upper Counter............ ani ioe ais
Upper Deck, Particulars of .
CRIS ahs cS ares 0.05 0
oe es eemameeed 51,
erereeree einer eevee
cow eeeorve se 31,
GIUINES peg ot vies 6 diet vo n.e ‘ae 34
Seen Clamps...... PR Riera: COM Te ef
a Goarminge eo tie is. xs Diese c+ se rar
—_———- BISON YP. A as lee Bb
Pot aks. din Shvciee ib.
Height of 40.5. 73. Suey, Th pobisa s,s 32
Height from, to Quarter Deck, Relind:
house, and Forecastles.++eseeeeeersese reese ib.
— TAABOS oe esses > oh a ne Sear Sea
weil of Fall or v Rise’. wen,» 2 eee
Plank . cdeceievves sevcendly SZ
——— Ports. feos ccce. Wee Bee $2, 37
——Spirketting .......... olaelaie 2-0.) 0) RO
—- BiANdATOS -fn'c Wasioadsnd Oaee oa eile
— Transom..... OA aPRpasbed 4h We 0.8 ave 32
‘Lransomy KMeesse ee os 0% av. to's 32, 33
— WSLETWAYB Ce co ces ose eemepvensc ne.) Oo
TRELLIS ii ona inin'thnsnto 40 blu Gaiaigd stab vind > baie geht eased
Whawmismeretrtts ot. 20. clon Lees os UAE cr toee, Se
1 See Wi i, cs oe ae Bae
Wales, CHEMNET....os picin,s.cne sHesihecdectentasuses 7518
AVE PIRIL CRs tia Aes: SPR sce » eae eee eeu ete ave A ey
SUGEEST eS ave dass. Seeds’ catetne he's tet te
Wardroom, Bulkhead.. vila nie ana. avicw alga oe eerone oie
Waterways of F orecastle . hs ale Bepigt's sss se ta GAT
Gun or Lower: Dick. 2. Ae 25
me Middle Deck <agniricct slides. wee C8" 930
RPUATCED “DGC B.'s ste sdes vocge ccc tae
ROUT AM OUSC) 5s "a0 597-08 04s 9 mie +s bein gro AMD
——— Upper Deck ...eecececesecncensees 35
Well is sicaitance’s 2 oo SEN Ree eige Micte cues feet Le
Whelps of Capstan..... SA aes) ong See
» Wherry, Dimensions and Scantlings of a.......... 97
Waillabe tt. vcisieataerieie eet oes sesreeeeee 40, 41
Wing Transom..... UR AASHE gat te ies ans ane
BAIUGOD 4,0 tints aches ontkcn ik ateonte OMY ciecae’s a ALY:
Yawls, Dimensions and Scantlings of ............. 57
VY Ole Gf Meret an ta ata cass allie +. sus''0, itn sae R eae
See SE RT EAC O RO OR RE
EXPLANATION OF A FEW WORDS OMITTED, BY ACCIDENT, IN THE FIRST CHAPTER.
BAG OF THE HEAD RAILS.
The hollow or lower part of the rails; or that part which lies nearest to a horizontal position.
BEAM-LINE, A line at the upper side of the deck at the side, which is, consequen‘ly, the upper side of the beam.
CATS TAIL, The inner pari of the cat-head, especially of a large ship having a beak-head.
CKOSS-BORED. Having holes bored alternately, as on the edges of planks, &c., to separate the fastenings so as to avoid splitting the tim-
bers or beams.
FLY-UP. A term synonymous with Fhght; signifying a sudden deviation upwards from a sheer-line, as the clamps of the lower deck fly-up
abaft to prevent a great sny, &c.
FOXEY. A defect in timber, of a reddish cast or hue, proceeding from over-age, &c.
HAND-TAUGHT.,
lightly than the other decks.
So tight as may be fixed and removed by the hand, without mechanical assistance.
PLATFORMS. The lowest decks in a ship, and those which do not run throughout the ship’s length,
They are consequently framed more
ixxvi
QUOIF, The waterway forward, wrought about five feet on each side the middle, inone piece; so avoiding butt ia the middle line,
SLIDING BATTEN. A narrow batten made so as to slide lengthways, and to be extended for faking lengths of beams, &c.
SPLITTING BLOCKS,
Generally the upper blocks placed in the slip beneath the false-keel after it is fitted. They should be of oak, of
the free-est grain, that they may be the more easily split away prior to launching.
THROUGH-CHOCKS,
the deficiency ; and the chock so worked is called a Through-chock,
TONGUE.
UP AND DOWN.
A narrow tapering piece worked in to make good any deficiency, &e. ’
Perpendicular, or nearly so; as the side arm of hanging-knees is called the up and down arm,
When timbers of the frame are converted short of their length, the chock must be worked through to make good
’
WINDING BOARD, A board whereon the windings or bevellings of any timber, &c, are described ; but, more especially, ei of
the side counter or stern timber.
a
ERRATA,
Page 5, For Baciusrers, read BAtusters; and, in the same arti-
cle, for round, read along, orin front of.
9, Article Boars) for plate 23, read 29,
17, Article Casa; erase the words chased about, &e.
82, line 6, read stem.
— $l, — 45, for o, read of.
——108, erase the §,
+—-]55, line 20, for spight read spite; and, in line 14 from the bot-
tom, for dock read deck,
260, line 1, for zo set off, read so set off,
~——— 261, — 16, erase the words therefore set off their diameter between
the cheeks.
——— 262, line 14, for upper deck hook and the heel, and scarphs, read
upper deck hook, and the heel scarphs.
—— 264, Add to iine 24, Lately we have heen ebliged, from neces-
sity, to have the timbers somewhat short, and the Jength
made good by scarphing a piece on the head or upper
part; but they should always be made to run up above the
regular shift.
265, line 1, prefix § 5,
——274 and 275. The particular referred to in the 9th line to Plate
35, fig. 1; and that in the 6th line of Page 275, to Plate 35,
wee
a
fig. 2; are, it is to be observed, considered as only drawn
in pencil, as they would otherwise interfere too much mith
the rest cf the work, *
Page 277, line 18, for faces quarter inch and @ half, read faces one inch
and a quarter or one inch and a half.
—— 290, — 14, for strike up perpendiculars, read perpendicular.
——3805, — 14 from the bottom, read, Toptimber moulds are the
same,
308, — 8&7 from the bottom, for stern read stem,
——809, — 2, for stern read stem.
-—— 313, lines 8, 1 9, 14,21, 28, 36, for cant-timber u, read cant-
timber
_—— SIT, line 2; for Keelson read Deadwood,
——- 334, — 22, forin the same read in the same manner.
——3841,—- 16 from the bottom, for des. read &e.
——343, ~ 13 from the bottom, for at read as.
——844,— 6, forabove, read about.
—— 865, — 6 from the bottom, for found read formed.
—— 394, — 3, for greatest descending read greatest ascending. Tu
the next line, for second descending read second ascending.
424, first column of figures, against mean square, for | ft. 9in,
read! ft, Lin.
IN THE TABLES.
Page 20, Fore Rody of an East-India ship. Against Height of the
cutting down line, Timbers 0,8, U,X, read 2 ft. 10in.; 4 ft. Lin.
5 ft. 6in.; 0 0. And, against Height of the cutting line, Timbers
O, S, read 3 ft. Oin,; 4 ft. Sin.
Foiio VIV. line 1, for Coowrer Trivers read Kersons.
Folio XV. line 22, for ‘rance read hance.
¥oltio LVI. 9th line from bottom, for stern read stem.
In the Drexsiows of the Frigate of 38 Guns, according to the’
latest class, the following corrections are required. Tn this instance
it is to be understood, that we count the lines from the head of the
Table, under the tit/e 38 guns, assuming the line j¢. in. as the first line,
The cemputed toad-draught of water of this ship is, Afore, 17 8;
Abaft, 19 2. Ditto, when actually fitted for sea, 17 113 20 2,
In Fotio Yt, line ioe for 19 6 read 18 2 3 Ime 13, for 19 9 read
18 353 line 14, for 80 9 read 29 9,
In “Folio If, line 16, for 2 7 read 2 9; line 18, for 0 10 read
1 0; line 19, for 4 dread 5 6; line 20, for 1 Tg read 2 3; line 21,
for] Qread I If.
In Folio 1V. line 4, for 22 1 read 22 0; line 6, for O 6 read
0 10; line 7, for 0 4 read 0 3; line 8, for 25 O read 36 0.
In Folio V. line 12, for 2 4Z read 2 6 13-27ths,
In Folio VIE. line 13, for 20 3 read 18 6; line 14, for 16 9read
16 6; line 15, for 20 9 read 20 5,
In Folio VITI,
61 0.
In Folio 1X. insert, against the first line of figures, 58 9
In Folio XY. line 15, for 4 9 read 38 6; line }6, for 1T Oread
99 9; line 21, for 6 Sread 5
In Folio XVI, line 2, for a O read 16 0; line es for 50 reag
line 15, for 5 2 read 5 15 bottom line, insert
6.
in Folio XVII. tine 16, insert foremost Balk herd afore the after
perpendicular, 80 8; live 17, for 7 G6 read 10 0.
In Folio XVIII. line 3y insert none; line 6, for 8 6 read 14 0.
Tn Folio XTX. line 11, for 17 2 read 16 10; and the figures in
the 7 lines immediately after to stand thus;—16 2; 18 2;0 3; 64;
64; 6 4;0 5,
In Folio XX. line 4, for 27 read 26; line $5, for 15 6 read 19 4;
and the Beures in the 6 lines immediately after to stand thus ;=—
0 OF; 87 3; 0 OF; 920;003;11.
In Folio. XXI. line 40, for? 6 read 7 0; and tke figures in the 6
lines immediately after to stand thus;—4 0; 4 0; 4 8; 4 8; 24 6;
ae. :
In Folio XXIT, line 2, for 4 6 read 5 10; line 3, for 2 4 read? 8,
In Folio XXILIL. line 12, for 18 9 read 22 6; line bis for 16 0
read 16 6,
In Folio XXXT. me line, for 0 7 read O 9.
In Folio XXXYIL. line 13, for 3 9 read 5 0; line 16, for S 6
read 5 63 line 18, for 25 Oread 30 8,
In Folio XXXVI. line 10, for 21 Oread 24 4,
In Folio XLIL. line 3, for 0 11 read O 9; line 7, for read
eight; line 9, for? 7 read 3 43 line 11, for 70 0 read 79 O
Jn Folio XLVUE. line 11, for 37 3 read 40 0.
Jn Folio XLVIIL. line 10, for 11 6 read 11 0; and the figures ia
the 7 lines immediately after to stand thus;~12 8; 2 3; 21 7;
27 10; 27 9; 31 10; 31 6.
In Folio XLIX, line 9, for 1 9 read 1 10; Vine 51, for 6 0
read 6 8.
In Folio LIL. line 20, forS G6 read S$ 5; line 21, ford Dread 5 2,
Jn Folio LIV. line 8, for ten read eleven; line 12, for two read
none; line 19, for? 2 read 3 3; line 24, for five read six; line ake.
for 2 2 read none,
In Folio LV. line 85, for 29 Gread 29 7; and the figures in the
4 lines immediately after to stand thus 3-27 6; 32 45 2 05 bul none
used.
In Folio LVI. line 2, for 9 Oread none; line 3, insert 20 re uext
line, insert 4 3 afore the centre; line 12, insert none; >
FINIS,
WHITTINGHAM, Printer, Dean Street, Fetter Lane,
AN
APPENDIX,
CONTAINING THE PRINCIPLES AND PRACTICE OF
CONSTRUCTING SHIPS,
AS INVENTED AND INTRODUCED
BY SIR ROBERT SEPPINGS, SURVEYOR OF HIS MAJESTY’S NAVY. -
BY JOHN KNOWLES, F.R.S.,
SECRETARY TO THE COMMITTEE OF SURVEYORS
OF HIS MAJESTY’S NAVY.
Appen. A
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Ae,
SIR ROBERT SEPPINGS, KNT., F.R.S. M.R.I,,
SURVEYOR OF HIS MAJESTY’S NAVY,
HONORARY MEMBER OF THE CAMBRIDGE PHILOSOPHICAL SOCIETY, &e. &e. &e.
Dear Sir,
IT ACKNOWLEDGE my presumption in sending to the world,
under the sanction of your name, this small Work, on the mode of
building Ships, invented by you, and now generally practised in
His Majesty’s Navy.
Although you cannot but be sensible, that there are many errors
in this attempt of mine, to explain a system which has, for the last
twenty years, cost you so much of deep thought, anxiety, and
labour; yet I am sure you will look upon it with a favourable eye,
and rightly appreciate the desire to be useful,—an example which
you have daily and for several years held up to’ him, who has the
pleasure to subscribe himself,
Dear Sir,
Your very sincere Friend,
and very obliged and devoted Servant,
JOHN KNOWLES.
~ Navy-Office, Jan. 1, 1822.
~
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THE
PRINCIPLES AND PRACTICE
OF CONSTRUCTING THE
ROYAL AND MERCANTILE NAVIES.
SECTION I.-
AN HISTORIC AND DESCRIPTIVE ACCOUNT OF THE DIAGONAL METHODS OF
BUILDING SHIPS.
WHEN we contemplate the proudest effort of naval architecture,
a three-decked ship of war, and consider all the appertenances for
battle and conveniencies for her numerous crew, consisting generally
of nine hundred men, we are struck with the magnitude, the beauty,
and fitness of the structure; and the mind turns to a consideration
of the gradual increase and improvements which have been made
from the simple punts or pontoons of our ancestors, to bring a first
rate ship to its present state of perfection.
If we may believe the evidence of history, ships of extraordinary
large dimensions have been built by the ancients; these were either
for the purposes of parade, or the removal of some ponderous monu-
ment of art; for as navigation was then in its infancy, and their
vessels chiefly employed in coasting, these unwieldy ships, which
B
= DIAGONAL METHODS
necessarily must have had a considerable draught of water, were
ill adapted to extensively useful.purposes. The important dis-
covery of that invaluable instrument the compass, at the beginning
of the fourteenth century, by Flavio John de Gioja, a native of
Amalfi, in the kingdom of Naples, not only gaye an energy to
navigation, but also to naval construction, by enabling mariners to
put fearlessly to sea and visit other nations in ships of enlarged
dimensions; and thus added to the luxuries and conveniencies of
life, by the interchange of commodities the produce of different
countries. This period may almost be termed the birth of nayal
science.
From the earliest efforts of naval architects to within a few years,
little was done to render ships stronger, by a different combination
or adaptation of the materials of which they are composed, or to
attain that, which is so much to be desired in architectural works, a
maximum of strength with a minimum of materials. The timbers of
ships, or, as they are sometimes called, ribs, were placed vertically ;
and the planking, or, as it has frequently been named, skinning,
horizontally ; and these, with very slender. modifications, have been
the practice at all times and of all countries. Some alteration,
however, ‘has always been acknowledged to be necessary, that the
strains to which the materials are subjected might be supported by
their longitudinal strength in resisting the compression or extension
of their fibres, in which direction they are the strongest, instead of
being acted upon laterally; and, accordingly, attempts have been
made from time to time to improve the system, by placing some of
the materials in’a diagonal direction. But it appears, that no
sooner were these carried into effect, than they were severally
OF BUILDING SHIPS. a
abandoned, chiefly, as it is said, from the want of proper abutments ;
and it was not until the year 1810, that the placing of materials in a
diagonal direction to strengthen ships, was brought to any per-
fection; when Mr. (now Sir Robert) Seppings, introduced a plan of
a diagonal framing, formed by riders, (or as they are considered,
braces) and trusses. This plan was first carried into effect in His
Majesty's Ship Tremendous*, and subsequently into all ships of
the line in the British Navy; the consideration of which, and the
manner of carrying it into execution, will form the subject of this
work.
As all arts and sciences have their infancy, and gradually advance
to maturity, so the plan, as practised upon the Tremendous, was
preceded by partial introductions of the system. In the year 1800,
Sir Robert Seppings, in the repair of the Glenmore of 36 guns, an
old and weak frigate built of fir, laid some planks in her hold cross-
ing'the footwaling in a diagonal direction, in order that they might
act as ties to strengthen the ship. The success that attended this
experiment induced him to extend the system; and in 1805, when
the Kent of 74 guns, a ship of large dimensions, was docked for
repair at Chatham, it'was found that she was in a general state of
weakness, for an alteration had taken place from her original sheer,
or she had arched in each half of her length, no less than seventeen
inches. As a partial remedy, Sir Robert placed between the bends
* Before the plan of building or repairing of ships with diagonal braces and trusses
was carried into effect, on the Tremendous, the Right Honourable Charles Yorke
being then First Lord of the Admiralty, formed a Committee of the most celebrated
mathematicians and naval and civil architects in this country, for the examination
of the system, and it was from the favourable opinion given by them, that this
method was adopted.
B 2
4 DIAGONAL’ METHODS
of vertical riders already in the hold, diagonal ones, lying at an angle
of forty-five degrees; and abutting against them and_the. original
riders, trusses, at the same angle in an opposite direction: this
framing was’ found in a great measure to preserve the sheer.
of the ship. It will be perceived, by the description. which will
be given, that this was an approximation to the perfection: of the
plan, as practised on the Tremendous, and which has been followed;
with slender modifications, from the year 1810 until the. present
time: aa ete
When the diagonal mode of shipbuilding was first brought forward
to public notice, it was pronounced by some, to be ‘ without sense)
or science,” while others, either from envy or an inaptitude to bring
their minds’ to examine new combinations, predicted. no less: than
the loss of the ships that might be built thereby, if they proceeded
to sea; or speedy decay if they were laid up in harbours. . When
it was carried into effect, and success crowned the effort, the origi-
nality of the idea was claimed by several in this country, upon no
better pretence than that they had proposed to lay some materials
in) a diagonal direction, or that. they had thrown out the idea in
some written or printed document. _ Foreigners have also claimed
for their countrymen the merit of the plan; but before their pre-
tensions are examined, it will be right to give a succinct description
of this method of ship-building as now practised in His Majesty’s
Dock-yards.
If a ship, like any work of civil architecture, were always at rest, it
would be easy to measure the forces that act upon the several parts,
and apply the materials in such quantities, and in such directions,
as should in the most effectual manner resist them. But as this is
OF BUILDING SHIPS. 5
not the case, the naval architect has to provide against forces acting
in all directions, by the pressure of the water, the impulse of the
wind and waves, and the momentum of the body acted upon by
them; from these an alteration in figure generally takes place, and
ships have a disposition first to arch (or hog, as it is sometimes
called,) longitudinally by curving upwards in the middle in the
direction of their length. Hogging is sometimes the effect of a faulty
construction, but is generally brought about by the unequal distri-
bution of the weights placed in different sections of the body; when
compared with the quantity of water displaced at those places, and
from the fore and after parts of ships being frequently left unsup-
ported by the water during the motions of pitching; to these may be
added, the stress of the masts downwards, not only by their own
weight and that of the rigging, sails, gc., but by the pull of the
shrouds, and also the pressure of water upwards, on those floors
which lie in nearly a horizontal position.
A transverse alteration or separation of the parts composing a
ship is brought about by the pressure of the water against the
bottom, the tendency which the beams have to pull in the one side
and force out the other when a ship is going on a wind, and lies
over under a press of sail, at angles of inclination varying according
to the relative forces exerted by the sails on the masts, or from the
motions of easy or uneasy rolling, and particularly from the latter,
which is termed jerking.
To piace the materials so as to oppose the greatest and most
perfect resistance to longitudinal and transverse alterations in form,
is the object then of the new mode of ship-building.
The timbers composing the frames are put together with square
6 DIAGONAL METHODS
heads and heels*, having coaks introduced therein, (Plate N.
fig. 4. I.), so as to make the union of the head of one timber with
the heel of the other more perfect; and the timbers throughout the
ships are all formed into frame bends. When the ships are com-
pleted in their frames, and have remained in that state a sufficient
time for the materials to season, pieces of dry wood about three
inches in thickness are tightly driven from the outside in each
opening between the timbers, and upon this, cement is placed,
formed of two parts of Parker’s cement and one of drift sand; and,
in order to economize this mixture, bricks are put into the openings
that are wide enough to receive them; other pieces of wood of
about three inches in thickness are then driven from the inside, so
that the frame by these means is made one solid mass from the keel
to within a few inches of the orlop clamps; the pieces of wood so
placed are then dubbed fair, to correspond with the outer and inner
surfaces of the frames, and the joints are caulked both within and
without.
From the orlop clamps downwards the inner lining, usually called
ceiling or foot-waling, is omitted, and a framing is worked, con-
sisting of braces or riders (Plate K. fig. 1. B.) lying at an angle of
forty-five degrees, thick pieces placed between them horizontally
over the joints of the timbers, (Plate K. fig. 1. C,), and trusses lying
at an angle of forty-five degrees between the thick pieces and riders,
* The practice of cutting scarphs at the heads and heels of timbers, for the in-
troduction of chocks, under the notion, that an economical conversion of the pieces
of timber was effected thereby, was introduced into His Majesty’s service about the
year 1714, and was generally followed in the British Navy until the year 1818.
During a period of more than a century, this method was contined to British ships.
OF BUILDING SHIPS. 7
(Plate K. fig. 1. D.), which altogether form a series of triangles ;
the triangle being the most immoveable figure known, the framing
so formed is attached to the timbers of the ship by coaks and bolts.
This, with diagonal trusses worked between the ports (Plate K.
fig. 1. G.) instead of the horizontal planks called short-stuff, are
intended to prevent arching.
The two additional keelsons, (Plate K. fig. 1. A.), which
are worked in midships, serve to counteract the force exerted
by the mainmast downwards, and the pressure of the water tending
to force upwards those floors which lie in nearly a horizontal
position. |
The introduction of shelf pieces, or internal horizontal hoops, on
which the beams rest, (Plate K. fig. 1. a.), and to which they are
attached by coaks, the thick waterways which are scored down on
the beams, and coaked to them, having bolts which pass through
the waterways, beams, and shelf-pieces, and being attached in a
contrary direction by bolts passing through the waterways, shelf-
pieces, clamps, and the sides of the ships, not only do the office
of lodging knees, and tend to prevent an horizontal curvature, but
also a transverse separation of the several parts ; the junction of
the beams to the sides of the ships for the latter purpose, is also
made more perfect, by a chock on which the shelf-pieces rest, to the
front of which, the up and down arm of an iron knee is bolted,—
this knee has also two other arms which clasp the beam, and te
which it is attached by three bolts driven in a horizontal direction,
with one up and down bolt in the throat of the knee through the
beam. The general attachment of beam to beam is brought
about, by thick strakes scored into the beams, carlings at the ship’s
8 DIAGONAL METHODS
sides on which the diagonal decks are fastened, and others lying
also between the beams and half-beams, but at an angle of forty-
five degrees ; which, with the beams, and the diagonal direction in
which the planks of the decks are laid, Fig. 2, form again a series of
triangles. It ‘will be seen by this description, that the general prin-
ciple of the new mode of ship-building is the substitution of the tri-
angle for the rectangle. The beakheads in ships are discontinued,
and the timbers in the bows run up to the top of their sides, which
forms’a round bow; a plan which had been long practised in
frigates, and was proposed by Sir Robert Seppings in the year
1807, to be carried into effect in ships of the line. The sugges-
tion arose, in consequence of the great number of men who
were killed or wounded on the upper deck of the Victory of
100 guns, at the battle of Trafalgar, by the grape and other
small shot passing through the thin boarding of the beakhead
bulkhead, as that ship passed down, in order to break the line
of battle of the French fleet. This alteration not only increases
the strength and safety, but conduces also to the symmetry of
the ships.
The: sterns are also formed circular, and to add to their strength,
as many timbers as possible are run up: this presents a very formid-
able stern-battery; enables the guns to be run out so far as to
prevent accidents to the stern by their explosion; the danger
arising from being pooped is considerably diminished, if not wholly
prevented ; and the obstruction to the ship’s progress, which, ac-
cording to the old plan was occasioned by the projection of quarter-
alleries, when the ships were going on a wind, is removed, In
fine, by this alteration, the ships are every way more seaworthy,
OF BUILDING SHIPS. 9
and better adapted for defence; qualities which are so essential
and indeed indispensable in ships of war*.
- The first attack of those who were inimical. to. this system was
made by their asserting, that, the ships would lose a considerable
degree of strength by the omission of the footwaling, and therefore
become dangerous at sea. This opinion was given, without ad-
verting to the considerations, that, independently of the diagonal
framing, a very great degree of fixedness, and consequently strength,
is gained, by filling in the frame, which must be.abundantly more
than could possibly arise from the ceiling, the edges of which were
never in contact, nor was it the practice to caulk the seams. . And
with respect to safety, if the planks of the bottom were removed by
striking on a rock or grounding, the ships would still swim ;, for, by
filling in the frame of a ship of the line of 74 guns nearly as high as
the orlop, there is a solid substance twelve inches through, indepen-
dently of the plank of the bottom which is four inches in thickness.
_ It was next asserted, that the filling in the interstices between the
frame timbers, would subject the ships to premature decay ; and
* Dans la pouppe ronde Anglaise, telle qu’on l’exécute aujourd’hui pour les vais-
seaux a trois ponts, la dunette et le gaillard d’arri¢re, réservés pour le capitaine et
pour l’amiral, ont un balcon en fer trés-léger formant galerie extérieure. C’est le
seul ornement de l’arriére. Des bouteilles aussi petites que possible, sont placées au
centre des trois rangées de sabords battant sur l’arriére de la pouppe.
Tout ce systemeal’air bien pauvre et bien léger, sans doute, en comparaison de nos
belles pouppes bien enhuchées! avec de belles bouteilles bien massives!! et de
belles galeries 4 sculptures bien grossiéres!!! Cependant, lorsque lil du spectateur
n’est pas ennemi de la simplicité, du naturel et des convenances, il finit par trouver
les pouppes rondes, avec leur aspect vraiment militaire, plus imposantes et plus
belles encore, que tout cet échafaudage a colifichets, qui donne a Varriére d’un
vaisseau l’air d’une boutique des boulevards. Cu. Durin.—Force Navale de la
Grande Bretagne. ‘Tome IIl.—Etude et Travaux, Chap. 3.
Cc
10 DIAGONAL METHODS
instances were adduced which were considered analogous, viz., that
the frames filled in, in wake of the channels, and that those in the
fore and after bodies, where the frame timbers nearly touch, are
more subject to rottenness than any other parts of the ships. Those,
however, who made use of these arguments had lost sight of the
well-known fact, that «‘ when excluded from the air, even moist
‘¢ wood shews but little tendency to decomposition ;” and in giving
the instances which they brought forward in support of their opi-
nion. they had not considered that the decay of the timbers in the
vicinity of the channels is brought about by the continual intro-
duction of air and moisture, through the many holes made for the
reception of the bolts which attach the chain and preventer plates to
the sides of the ships, and which, from the great stress upon those
fastenings by the masts, constantly leak ; and that the frames in the
fore and after bodies of ships are subject to early decay, from the
circumstance of their being more cut across the grain of the wood
from their form, than those are in midships; and the consequence of
being so nearly in contact is, that the air, (which cannot circulate),
suffers deterioration, and hence becomes an active agent to bring
about the decomposition of the timber.
There is the sure test, experience, to prove the good effects,
as far as the durability of the ships and benefit to the health of the
seamen are concerned, which arise from the new method of ship-
building, and particularly from the ships having solid bottoms.
When the Tremendous was repaired at Chatham in the year 1815,
after five years of very active service, she was found to be perfectly
sound where filled in, but to have many defective timbers above the
orlop clamps, and no complaint has been made of the want of dura-
OF BUILDING SHIPS. ll
bility in any one of the very many ships which have been built or re-
paired according to this method. Sir Gilbert Blane, in his Treatise
on the Health of the Navy, has forcibly proved, that the seamen on
the same stations, employed in ships built according to Sir Robert
Seppings’s principle, were decidedly more healthy than those who
were on board the ships constructed according to the old method,
and this he attributes to their very dry state from having solid
bottoms: much as dryness, no doubt, conduces to the health of the
seamen and to the preservation of the hulls of the ships, their pro-
visions and stores; yet there is reason to believe, that the more
perfect ventilation which is constantly going on by means of the
openings between the frame timbers, which are, by the introduction
of shelf-pieces made channels to convey air between decks, has also
been the means of contributing to the health of the crews. Added
to which, as the ships, from their great strength and fixedness*, are
not subject to leaks, the effluvia arising from bilge-water is pre-
vented, as well as that from filth, which used to accumulate in the
hold in the openings between the frame timbers.
When the new plan of ship-building was first submitted to the
attention of the government, it was considered by some persons of
* A notion has been very generally current, that the strength or rigidity of a ship
destroys her sailing properties, and hence it was supposed that the ships built accord-
ing to Sir Robert Seppings’s principle would be dull sailers ; facts have, however,
proved that this opinion is erroneous. It can be easily understood how a ship, the
form of which was originally very bad, may be benefitted by any alteration ; and how,
therefore, a vessel which, when new and strong, sailed very indifferently, improved in
that quality when she became old and weak. But it is not so easy to comprehend how
a ship, constructed upon the best principles for dividing the fluid easily, and to give
the required quantity of stability, should be improved by weakness, or by a continual
change of form according to the relative pressure of the wind upon the sails.
C2
[2 DIAGONAL METHODS
high mathematical talents, (but who generally approved of ‘it,) that
the riders and trusses were incorrectly disposed. According to the
present system, the riders are pulled, and the trusses pressed upon,
in the direction of their fibres, by the disposition which the ships
have to arch*; but according to their views of the subject, the
riders should have been placed in the direction, and done the office
of the trusses, and the trusses that of the riders. This at the time
caused much discussion; and as the subject in defence of the present
disposition, has not been better handled than in the following
paper, f, and their correct disposition being of much importanee, its
insertion will no doubt be acceptable to the reader.
« By the arching of a ship is meant, the middle of the ship’s length
‘rising, and the ends falling, which is occasioned by the inequality
‘© of the weights (comprising the ship and lading), and the vertical
‘* pressure of the water in the different parts of the ship. The
‘inequality is apparent, if we only consider the great weights “at
‘the extremities of the ship, and the small support by the vertical
‘“‘ pressure of the water in those parts, from the body tapering at
‘«‘ the extremities. The longitudinal pressure of the water, on the
‘‘ends of a ship, has also a tendency to produce arching. The
‘«‘ Jatter cause may be illustrated by the partial pressure on a piece
‘‘of Indian rubber: supposing the Figure A.B.C.D. (Plate L,
«* Kio. 1.) to represent the Indian rubber before the pressure, and
* It has been justly remarked, that the arching of ships does not arise so much
from the want of strength of the materials, as upon their play upon each other,—
See Don George Juan, Book II. chap. ix.
+ This was written by Mr. Wm. Morgan, Student in Naval Architecture, but never
printed ; and he obligingly favoured the Author with his permission to publish it.
OF BUILDING SHIPS. 13
*‘ that it receives a pressure on the parts A.E. and D.F., this will
‘« cause it to assume the form in Figure 2.”
*« To counteract the action of these two forces, but especially the
** former (as the fillings between the timbers, extending nearly to the
“‘ height of the action of this force, present a firm resistance to the
“ latter) is the effect which is intended by the diagonal framing.
’« The diagonal framing is disposed as represented in Fig. 3. The
« longest pieces of timber, the riders or braces, are laidin the fore
‘¢ body inclined aft, as AB, CD; and in the after body inclined
‘‘forward, as EB, FG. Longitudinal pieces are laid between the
«braces as HK, LM, dividing the spaces between the braces. into
‘‘rhomboids. 'Truss-pieces are introduced into these rhomboids in
‘the direction of diagonals, in the fore body inclined forward. as
‘‘ HN, KO, and in the after body inclined aft, as MP, LZ.
“Let RN, KH, and NOS K, (Fig. 4,) represent two of the
‘«‘rhomboids in the fore body—suppose A B to be the neutral line
‘of the ship, from which it arches forward and aft... By arching,
“the lines A E and BF, supposed in the figure to be straight lines,
“« become curvilinear as A C and BD. ,Supposing these curves to
«‘ be arcs of circles, AC is an arc of a circle of a greater radius, than
«BD. Taking A P=A O, the point O would fall into the point P;
*‘ but this cannot take place, because taking BQ=BK, the point
«¢ K would, by the arching, fall into Q; but K Q is evidently shorter
‘than O P, being nearer to the neutral line, and therefore P Q
‘«‘ shorter than OK; so that the arching is prevented by the resist-
‘ance the truss-pieces present to compression in their*lengths. In
«‘ the same manner the trusses act in all the rhomboids to prevent
‘* the ship’s arching, extending from the neutral line forward and aft.
14 DIAGONAL METHODS
«The effect of the braces is similar: the point K in the brace
“NK P cannot fall into the point Q because N V is shorter than
‘“K Q, and therefore V Q is longer than N K, so that the arching
‘‘is prevented by the resistance the braces present to exteasion in
‘‘ their lengths. In the same manner the support of the braces
‘is extended forward and aft from the neutral line. The support
‘* given by the trusses is by the strength of their fibres; but by the’
‘‘ braces by the strength of their fastenings.
‘*‘ It is thus seen, that the mechanical advantage of the trusses and
‘‘ braces would be equal, if the arcs AC and BD were arcs of
‘‘ equal circles, considered independently of the different manner
‘in which they sustain the strain. But the arc A C, being the arc
‘“‘ of a circle of a greater radius than'the arc BD, the depression of
« BD below the straight line BF is greater than the depression
“of AC at an equal distance from AB below AE, consequently
‘*‘ the excess of OP above K Q is diminished; but the excess of K Q
‘above N V is increased. The arching of the ship would there-
«* fore tend to compress the length of the truss K O less than it
«¢ would expand the brace ok; so that if either braces or trusses
«* were used separately, braces would theoretically be more advan-
‘‘ tageous than trusses; and it is also practically true, when such
‘materials are used as will not admit.of the strain being received
‘on the abutments of the trusses. This is the case in the applica-
‘tion of iron, which, by the smallness of the dimensions, renders
“the abutments useless, and thus necessarily causes the strain to
‘be sustained wholly on the fastenings. But when timber is used,
‘‘as the support is given with trusses by the strength of their
“fibres, but with braces by the strength of the fastenings; the
OF BUILDING SHIPS. 15
“ sreat superiority of the manner of sustaining the strain would in
‘practice more than counterbalance the mechanical advantage of
‘the brace, and would require the timbers, well secured at the
‘‘ upper ends, to be laid in the direction of trusses. But though
“timber, when applied only in one direction, should be laid as
*‘ trusses, it by no means follows, that when the timbers are to be
‘used both as trusses and braces, that the longest timbers should
“‘ be laid as trusses. That it would be sufficient to lay the timbers
*‘only in one direction to support the strain, (though it would
‘*¢ prevent much of the arching) is fully disproved by the knowledge,
‘¢ that the combination of the trusses and braces is insufficient totally
‘to prevent the arching ; although it renders it so inconsiderable,
“that it removes all the disadvantages of it. By supposing lines
“ perfectly inflexible, it has been shewn that arching can be alto-
*‘ gether prevented; but from the imperfection of materials and
‘‘ workmanship, it is necessary to apply sufficient materials practi-
“ cally to prevent its disadvantages.
«If the longer pieces were laid in the contrary direction to what
‘‘they are at present, they would become the trusses and the
‘shorter pieces the braces. In this disposition the timbers would
“be disadvantageously placed both as trusses and braces. The
“whole strain on the truss would be supported on the upper end,
‘“¢ which would be likely to press into the timber against which it
‘‘ abuts (which is continually found to be the case in great strains, )
‘‘and thus lessen the effect that the principle of the diagonal
“‘ framing is calculated to produce; but when the trusses are dis-
*“‘ posed as at present, the whole of the strain on the upper truss is
*‘ not transmitted to the lower truss, part being sustained by the
16 DIAGONAL METHODS
“ upper framing. The braces, which assist in preventing the ship’s
‘‘ arching by sustaining the strain on the fastening, would by being
‘‘in short pieces, by disuniting the connexion of the fastening in
‘‘the whole length, be rendered of much less strength: as the
‘‘ strength of a brace depends on the mutual support of the bolts in
‘‘ their connexion in the same piece.
‘* Again, if the longest pieces were laid as trusses, they would be
‘more likely to increase their curvature, and thus allow their upper
“‘ ends to fall and the ship to arch.
*«¢ Again, as the strain on the trusses necessarily tends to force out
‘the ship’s bottom, this is admirably counteracted by the braces,
‘‘ which in the present disposition draw in the ship’s bottom in
‘‘ sustaining the strain. Were the braces short pieces, which in a
“ contrary disposition would be the case, they would but in a small
“‘ degree prevent the defect which a system without braces would
‘‘ experience in this particular.
«« These advantages are quite distinct from the superiority that
‘the present disposition possesses in sustaining the strain, caused
‘“‘ by the ship’s pitching and ascending ; which though they tend to
‘‘ break the ship in a contrary direction, yet by weakening the
* fastenings, assists the constant force which causes the arching.
«The present disposition has peculiar advantages in sustaining
“ this strain from the manner and circumstances of its action.
«I conclude with the consideration, that if a system of braces
‘and trusses can scarcely be laid without advantages, of how much
‘‘ greater advantage must a disposition be, in which the most proper
‘‘ application is made of the materials !”
But in order to reduce to certainty the correct application of
OF BUILDING’ SHIPS. 17
riders and trusses, and to prove their advantages, it was determined
in the year 1817; that an experiment should be tried onthe Justitia,
an old Danish ship of 74 guns, which had been. built in’ the year
1777, and from being in a very defective state and considerably
arched, was under orders to be broken up. The ship. in question
was taken into dock upon straight blocks; by this) means she: was
brought to her original sheer, and it appeared by the sights placed
on the gundeck that she had broken in each half of her length
two feet two inches and a half, and by those on the upper deck two
feet three inches and a quarter. Shores lying at an angle of 45’,
abuting at their lower ends against the keelson and at their upper
ends against the orlop beams, with short pieces at right angles with,
and lying between them, were placed in the hold and extending for
about sixty-five feet in the fore, and seventy feet in the after body,
the former (the shores) being placed in the direction that the trusses
are in the ships built on Sir Robert Seppings’s principle, and the
latter in the direction of the braces; and a truss was placed in each
port on ‘both decks. When the Justitia, so fitted, was undocked,
she broke in her sheer on the gundeck one foot two inches, and on
the upper deck one foot two inches and five-eighths, and at the expi-
ration of twenty-four hours a further alteration had taken place on
both decks of two inches and five-eighths. The short pieces between
the shores were observed to slacken as the ship was lifted by the
water, and were when she floated, from one half of an inch to
three and a half inches (according to their positions) short, and
therefore partook of no part of the pressure ; thus proving that the
direction of the riders and trusses in the diagonal frame, as first
applied, was perfectly correct. When the shores in the hold were
D
18 DIAGONAL METHODS
disengaged the ship broke six inches, and upon the removal of the
trusses in the ports, a further alteration of four inches took place,
bringing the sheer to that which she had had before being docked.
If further evidence be necessary of the efficacy of the new mode
of ship-building in preventing arching*, it is afforded by the com-
parative breaking in launching of three first-rate ships of war of
120 guns, constructed by the same drawings, (the St. Vincent,
Nelson, and Howe), their frames, beams, and exterior planking
being of precisely the same scantlings; the two former having been
built according to the old plan, and the latter upon the diagonal
system. After the Nelson was launched, she was found to have
altered on the lower gun-deck 93 inches, and the St. Vincent 94
inches, from their original sheers. The Howe broke only 32 inches,
or came to that position where the braces, trusses, g'c., were brought
in close contact, and therefore into action; for while in the St. Vincent
and Nelson the materials were observed to have been generally
disturbed by the alteration which had taken place in their sheers,
no such effect was discernible in the Howe.
The application of the diagonal system to the decks, to prevent
lateral separation, has been found by comparative trials in the
Northumberland of 74 guns (the decks on the one side being laid
fore and aft, and on the other diagonally) to be far preferable to the
old method of laying the planks in a right line fore and aft; this has
been proved by the seams requiring to be caulked less frequently
than in the decks laid according to the old plan.
After a sufficient time had elapsed to put the diagonal system of
* In page 410 of the first part of this work will be found some observations on
the arching or hogging of ships and the means of prevention.
OF BUILDING SHIPS. 19
shipbuilding to the proof, and success had crowned the undertaking,
a number of persons wished to lay claim to parts of the invention,
and others attributed the merit of the whole to foreign nations.
With respect to the first, their claims rested upon such slender
foundations, that it would be a waste of time to enter upon them;
and with regard to the latter, that the French and other naval
powers laid materials diagonally in the holds of ships; this position
is so ably, candidly, and methodically treated by a modern* writer,
that no better illustration can be given than a translation of part of
his Memoir.
«¢ Without regard to national prejudices, I am obliged to render
*¢ entire justice to all the changes and to all the reproductions which
‘“‘ appear to me to be advantageous. I honour the services done to
“art by a foreign power, as if they were rendered for my own
“country and by one of my own countrymen ; but, faithful to this
‘impartiality, I reclaim for other maritime powers than England,
“ the right which they have to a priority of invention and of practice
‘in many primitive ideas revived by Mr. Seppings.
“ The old French constructors knew so well the truth of the
“ principle reproduced by Mr. Seppings, that they put it in practice
“to bring about precisely the same results, the strengthening of
«ships and preventing their arching. Instead of laying the interior
*¢ planking, or footwaling parallel to the exterior planking, care was
‘taken in all the parts of the hold from the orlop deck to the thick-
‘stuff at the floorheads, to give an oblique direction to the foot-
*« waling following the diagonals of the parallelograms formed by
* M. Ch. Dupin, in his Memoir De /a structure des vaisseaux Anglais, considérée dans
ses derniers perfectionnements,—Philosophical Transactions. for the Year 1817. Part I.
D2
20 DIAGONAL METHODS
‘the timbers and the outer planking; afterwards the riders covered
‘the oblique ceiling, and the transverse pieces run from one rider
‘to another following the direction of the second diagonal of the
‘same parallelograms.
«« This system, maintained by a strong fastening, affords certainly
“‘ very great stiffness, but it has the inconvenience of being more
“expensive than the ordinary method; and. the oblique pieces
‘‘ placed between the riders diminish the capacity of the hold
‘« already much incumbered with the riders; it is also believed (but
« incorrectly), that the longitudinal force of a ship is diminished
‘‘ by the obliquity of the ceiling; these are probably the reasons
«why the French gave up their ancient system.
‘‘T have in my possession the vertical projection of the interior of
«the hold of a ship, on which is shewn the mode of construction,
‘©of which we have been speaking, the original design is more
‘than a hundred years old. I owe the knowledge of this fact to
«©M. Rollant, Joint Inspector of Maritime Affairs.
«<A proposal was made, about the middle of the last century, to
“cross the ceiling of our ships with oblique iron riders; this may be
«seen in ‘ Duhamel’s [Architecture Navale.’
«¢ At that period when the Academy of Sciences at Paris endea-
«* youred to direct the attention of learned men and artists to the
‘‘jmprovement of the marine, they offered three times, as their
“ prize-subject, the examination of the oscillations of rolling and
‘pitching, and the research of the means of rendering the car-
‘“pentry of ships more proper to support the efforts resulting
‘«« from those motions.
«« Chauchot, an engineer of the French marine, obtained the
OF BUILDING SHIPS. 2]
“prize in the year 1755, and in a memoir, very little known,
‘‘renewed the idea of substituting oblique riders for the common
** ones.
‘‘Groignard, an engineer of much celebrity, contended with
‘honour for the prize in 1759, but without obtaining it, because it
“was gained by the great Euler. Groignard proposed for the bow
“only, a system of working the stuff by panelling and planking,
“‘ which presents parallelograms strengthened by diagonals, This
«idea did not rest upon speculation only, for in 1772 Clairon des
‘« Lauriers, another French engineer, much in estimation, put it in
‘* practice in the construction of L’Oiseau frigate.
«« Bouguer, in his * Tratte du Navire,’ and since his time Chap-
“man, a Swedish engineer, in his ‘ Archetectura Navalis Mercato-
“ria, have founded upon the principle reproduced by Mr. Sep-
‘pings, the means which they propose to give ships more of
‘s stiffness. The decks of a ship, viewed with respect to the small
‘«¢ degree of their longitudinal curvature, may be regarded as paral-
‘«‘ lel to the interior pieces placed above the keel (viz., the keelson),
‘‘ the vertical pillars which support the decks perpendicularly on
«the keelson, form with these, and the middle line of the decks,
‘* quadrilaterals almost parallelograms.
«‘To prevent these parallelograms from altering their shape, and
“consequently to hinder the vessel from arching, Bouguer has
« placed, following the direction of the diagonal which tends to
‘«‘ elongate, bars of iron strongly united at their ends to the keelson
‘‘and the orlop deck. These bars resemble straps (tirants) in
‘* common buildings.
«‘Chapman, on the contrary, has placed, following the direction
22 DIAGONAL METHODS
‘of the second diagonals (which tend to shorten) pieces of wood
« well secured on the keelson and under the orlop deck; these
*‘ pieces of wood, which resist on being opposed to any compression,
«do the office of supports against arching (d’arc-boutants ).”
Such is the historical and descriptive account given by M. Dupin;
in addition to which it may be mentioned, that Bouguer, in his
‘“« Traité du Navire,’ published in 1746, gives the merit of the plan
of laying the ceiling diagonally, to prevent arching, to a M. Gobert.
The success of our arms at sea has put us in possession of some
practical instances to. shew how far these methods assimilate to Sir
Robert Seppings’s. The Oiseau of 32 guns, constructed by Claron
des Lauriers, was captured by the British in 1779, and sold out of
the service in 1783; but no drawing or other record appears to have
been preserved of the method in which her ceiling was laid.
Le Jupiter, a French ship of war, of 74 guns, captured in 1806,
and since named the Maida, had eight vertical riders in the hold, the
foremost one extending to within about 25 feet from forward, and
the aftermost one to within about 45 feet from abaft; in this ship,
the ceiling was laid horizontally as high as the floorheads, and the
whole of the planking in the hold afore the foremost and abaft the
aftermost rider, was also laid in that direction. Between the riders,
from the floorheads to the orlop shelf-pieces, the planking was laid
diagonally ; in the two first spaces from the bow, it was placed in a
direction from forward to aft, in the two next from aft to forward ;
in the two succeeding ones from forward to aft, and in the last from
aft to forward. This plan, however, did not answer the intended
purpose, for few ships have been found to be more arched than the
Maida.
OF BUILDING SHIPS. 23
In the San Juan Nepomeceno of 74 guns, built at Ferrol about
the year 1781, and captured from the Spaniards in the year 1805,
there are riders which extend along the hold, laid in a diagonal
direction over the ceiling.
In Russia, too, the importance of laying materials diagonally in
ships has not been lost sight of; in the Pobedonossetz of 64 guns,
constructed by their chief engineer, M. Brun, and launched in the
year 1809, there are riders in the hold, which act as trusses, being
laid in the fore-body, at about an angle of 45° from forward to aft,
and in the afterbody at the same angle from» aft to forward: there
are in the same ship, breadth and top riders laid diagonally ina
contrary direction to those in the hold, and dagger knees: which
atiach the beams to the sides, the ends of the arms of which abut
in many cases against the riders.
It is thus obvious, that it has been considered necessary for more
than a century past, by most maritime countries, to cause variations
to be made in the direction of some of the materials applied in ship-
building, in order to prevent alterations in the original forms of the
ships, and particularly arching in the direction of their length; and
it is equally plain, that the attempts to effect this purpose by all the
able engineers who have been named, were made by laying some of
the materials, particularly in the hold, in a diagonal direction. But
no sooner were their plans put in practice, than they were found not
to answer the intended purpose, and were therefore abandoned ;
while, the advantages derived from Sir Robert Seppings’s method,
are proved by every day’s experience and by numberless examples,
which plan is now universally followed in building and repairing
the British Navy, and has been adopted wholly, or in part, by many
24 DIAGONAL METHODS
of our merchants, as well as by most of the maritime powers on the
Continent of Europe.
If the failure of the methods heretofore practised, and the success
which has attended Sir Robert Seppings’s plan did not sufficiently
stamp their difference, it would be seen by comparing the descrip-
tions given of his method, and of those put in practice by other
countries; and any unprejudiced mind would give to Sir Robert
the merit of invention: being well assured of this, and feeling that
he owes no obligations to those naval architects, who have hereto-
fore laid materials diagonally, he has at all times courted discussion
and inquiry on this point, and in carrying his plans into execution,
has pursued them with ardour and never shrunk from responsibility.
Names or Description of the Timbers. Three-decked Ship of 120 Guns. Two-decked Ship of 84 Guns. Frigate of 60 Guns, Frigate of 46 Guns. 28 Gun Ship. Brig-Sloop of 10 Guns.
Old Plan. New a Old Plan. New Plan. Old Plan. Nee Plan. Old Plan. New Plan. Old Plan. New Plan. Old Plan. New Plan.
S i Length. | Rounding. is Length. | Rounding. |S is a Length, | Rounding. | a Length. .| Rounding. Sy Length. | Rounding. s,, ngth. | Rounding. 3, Rounding. ie Length. | Rounding. cae Boge Length. | Rounding. ag Length. | Rounding. ae Rounding.
i el | az : ai Z ai : ce : 24 z ai 2 ai 2 Ki dian ad 2 cP 2 F To |F T Ze Z F; To |From| To ad Fron To
en = aa To |From| To oe = From} To |From| To he 3 From| To |From} To eo 3 From ual To oe = From! To |From| To le : Fin| To |From| To 2m =| From| To is = From| To |From| To z = From| To 2 % | From) To |From) To | 5 i | From 5
Fe. Ins. Fe. Ine} Fe. Ins. [Fe Ins.) Ft. Ins. Fe. tag. |-Fte Ins.) Ft. Ins.) Fe, Uns.) Fe, fos. Fe. Ins.| Fe. Tua] Ft. Ins,| Ft. Ins.| Ft. Ins. Ft. Ins.| Ft. Ins,] Ft, Ins.] Ft. Ins.| Ft. Ins, Ft. Ins. | Ft. Ios,] Ft. Ins.| Fe. Ins.] rt, Ins. Ft. Tou Fu yg Bt Tns,| Ft. Ins.] Pe Ins. Ft, Ins.| Ft. Ins.| Fe. Ins.| Fe. Ins. | Fe. Ins. Ft. Ins.| Ft. Ins. | Ft. Ins.| Pt, Ins.| ft. Ins. Fe. Ins.| Pt, {ne.] te. Ins.| Pt. Ins.| Ft. Ins. Fe ine Ft, Ins.| Pt, Ine} Fe Ins, Fe fas] fe Ino] tee fos. | ee, Mel ee tne Fe. Ine] Pt Ine] Fe. Ins. | Ft. Ins, | Ft. Ins.
Floors . : 2 55 DEVO ONO OM RSS ei. Slee Pea. fers ce GSi Rees) (LGmeeo) VOR 2S 15S Oi eck yl ae)! ariel fave er fis || v6 SONU EO C20N 62) 1058 Of. . |... | , an er ete fan tle le OOM GUS LONS Ol oe: |eaeet |) me |) suen Punene 0 104) 7 O16 O| 1 52 7 a 28/0 $/6 610 O11 21 6G
Crosspieces . re en er ol eos Eo maa esOn Gres) 0) relearn mm | | ee | SIL 87 O18 O05 2 oO} -5] ws | of -. |e. |... | 48 |1 1\4 Bomoeemigeoile. fie. | --)--[-.|-- | 47 |L 818 alll of O11] 10 PE «20 eet Wecehak |e cee SO 6 O10 6 i 21 8 | eee ‘ ‘ | 26). 26 0] Seopa ters
Half Floors . 4 20 rho 04 of 1/0 6| 142 [1 Seem Ore ae aces Ol) eae mens ee ere |e eee | S40) | Om Oommen (ON Oi sea | ss |, ie [= jee |. | 12611 1) 9 MoMMOOMBNOMLON|eat lees see fet | 2 | «+ | 1221 8} 7 ely e 2. lo 8 5 | ae 96 3 Oflo o|0 Yo11|| , «> | SO|\L 2116 OF 9 so) IO) 9
Futtocks double ~ 16 23/25 O16 Of9 2/1 3} 54/1 1/10 O17 3 .. jl Of} 36 |1 2/14 O81 60 8/210] 44/1 3]9 O13 Of0 6 |1 6 | 36 jo 11419 O15 Glo 6]1 5] 6O]\l ol7 bis clo 711 7 || 32 |0 10317 O12 Go 6G]l Oo! 44]1 Of} 8 G2 60 3) 6 9}/8 G12 of 0 Gl 2] 34 7 oll of O Sl 5] g2]o os] 7 G11 O|o lo 1lo| 22/0 9]8 gello 6/o 31 1
144 3421 614 6/0 1|3 1] 102/1 23/9 9/10 9/0 1)1 1] 146 j1 311 020 100 3|2 7] 1102/1 3)9 O11 of... IL 1]/ 1384]1 1] 9 GIS Gl .. tt 4] 9011 1 ho Be 60 1 Jo 9 || 120|1 04/8 OG Of 3/2 O| 9441 Of 9 Ol BO Ilo 4 0 10|7 G2 eo 41 6] 72 7 818 o|..|0 41 be10 S| 5 69 O|O 1/0 9} 56/0 818 389 O|O 20 7
130 2416 G15 O10 4/1 7] 164 j1 2310 311 Of} .. [0 10 || 108 j1 213 615 Of/O 1 |1 7] 142/1 2]9 Ol Of .. [1 Off 100]1 O10 O11 Of .. Jo 8 {126 ]1 O|9 Oto 3] .. jo 10 90 jo 114/11 O12 GjO 4/0 11] 126 jo 11} 8 OO G|O dijo 8 9/9 O19 BO 40 9] 94 3 0/8 60 21 8 438 | aa aa 8 O}0 80 7 78 \0 716 of 8 O|O BI 1
- 4 , 144 2\ie 612 ofo 6 |1 11] 1621 2]11 ol13 310 4\o 10 || 140 1 1gl12 of15 ofo 10 |1 5] 150 |1 13/9 ol2 of .. Joi 130 |O 113} 9 O10 6j0 2 {1 2] 140 [0 11319 O19 6lo 3]1 1] 120]o 11] 9 G12 61 31 10 | 134 jo 104] 7 of 9 oO} O Sjo 11 9318 O19 6 1 It 5] 98 6 0|8 60 Si 4] 74 lo 6s] 6 Of S OO G1 1] 74I0 0415 O|9 GO 91 O
» lengthening Pieces | 34 PUGCE 406) ONT We sliaw lM mA Be ate y Ameo 6|OMOs Ome tye cum once enamine |amam | ton! ||Men later || en ferenii cca | vs | + | +s |. Jn een SONOLUIO Aca) 5 do coxlol 8) 2c ff ee fs Pee | 2 93}4 5 Oo. 22 3 9/4 glo 1lo 8s] 12]o 68/8 o|3 6 . |0 Of
fourth . : 2 = 144 1)21 610 6/0 6/3 2)| 160 {1 13/10 6/12 9/0 9/0 1o || 136 |1 O3]11 O20 6/0 11 |3 9 | 148 jl O$10 O12 6/0 9 |1 3 || 128 lo 11319 © |10 6lo 10 }1 8 | 140 [0 1110 Pll O11 1]1 5} ..]..f..)..4 +. { .. |.184 0 loz G6 91 8 3f0 Sl 2 ; } ON a 94 6 O|14 9/0 6 |1 11
» lengthening Pieces ; 36 1}4 6/4 6/0 Of0 03} 82/1 1313 of 4 OF .. Jo 2 82 |1 03/4 6/4 GO O40 O28 32/1 03] 4 3/4 90 1 Jo 1 82 |0 11 | 4 6/6 6/0 O40 04] 80/0 11/8 Bib OF .. Jo 2 .- | -. 4... 4. » ogee 82 jo 103} 2 3 3 O|.. o4 oi en ee 7 10 4 6}4 610 Ot0 of
fifth -. 5 ~ ee fe een eek L EO moles sale em . 4 |. |e. | LOO4L 08s el? Jolk Oil 6 || 7a] ..).- |... |... |... | 1400 11/7 BGO sie To. | | ws | oe |... | 188 fo lo} e@ ofl6é 60 4i0 9 2, (ae Doo N Wh S410 O18 9l0 5 lo 6
» lengthening Pieces al peor Sn fee et ee eed hee om rome Omen Coan enh enn Gita) .c. 1 romlanic (eisai Os 72 OS O10 IFO 10 || Sel we] os fw | we Ts 2 |. 66 (011 | 4 BRS OOM OSOM Sey. foes fins | 6 |} ce fos 40 {010/17 67 60 20 8
sixth . 4 : ate Bile z 152 ]1 1 {lo 9/18 ojo si 2
“ » lengthening Pieces Dae ie A wiheens S4]1 1/6 Os 0 ll 4 ues “ |
Toptimbers long - : ; = 106 1/25 o15 60 10|1 4} sojz 1|11 917 6 0 1) 4] 10411 O13 0/24 oo 9/1 2 116 fy y7;/19 ois of .. lo 9 | 1301011] 8 elle 6lo 6 2 5 | 98 jo 11 |11 6115 of0 2]\o0 gs |} 120 jo 103] 9 ol20 of 11 |2 10 os | O19 013 o|o 30 6 93/7 014 O10 SIL 9] 58 si16 of 9 69 210 4] 7410 64/5 O|9 60 Sil O} 7210 64 9/6 O| .. JO O32}
= lengthening Pieces | 46/1 ol11 6/6 of .. lo 2] sett ole o7 oo 1 4 ms, 36 lo 11/4 o11 of .. lo 2] voloar|7 of11 ol0 os 1 oa : emit | Peas es oem “ + | oe 94|5 0] 8 0 o 1
shorf.. . - pars 1|93 6113 60 6|1 3] .. EMES Mh es aicaes. |= se 82 |1 03/10 O17 0|0 2/0 6 c : 98 fo 11 |lO O16 Ol0 2lo 7]... |---|: ee | oe | 2% SCRORION IMO LS a OOMES) Om sa oc la en fl eee |e Il va | ane 94/8 012 O10 3i0 5 Piet [aeceten [es fe 60|0 64/4 916 oO|.. jo 1
over Gundeck Ports 76 10/10 O16 OO 1)|0 4] 76 11/10 016 O|0 lj 4 68 |1 0|9 615 60 31/0 4] 700 11/9 6116 Ol0 4/0 9
» Middledeck do. . 2 | 7410 10/9 O16 O|0 1)j0 33) 74] 103] 9 O16 of 0 1/0 3%
» Upperdeck do. . 58 j0 10/3 09 6| .. [0 2} 58] 93/3 oO 9 6G . jo 2] 5211 0] 6 of9 olo 1J0 2| 5010 10]6 Oof9 olo ox0 21] 6olo 10|6 0/6 Oo O40 03) 62/010/6 96 OF .. Io 11 48 Jo 10}3 of6 of 1]0 3] 40 \0 9416 OG of .. 1 9/2 6 5 6 .. |0 Of 82]0 $|6 O16 O|.. [0 OF
» Quarterdeck do. . } 16 cD) es Pe ac: | Seay Wea 16 951-2616" Ol... alien. 1G (OG200|: S2nGn GOs &) || Fors 18/0 9|}8 O|6 OF .. [0 Of |
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OF BUILDING SHIPS. 25
SECTION II.
METHODS OF PUTTING INTO PRACTICE SIR R. SEPPINGSS PLAN OF
CONSTRUCTING SHIPS OF WAR.
HLAVING given, in the preceding chapter, an historic account of
the rise and progress of the diagonal mode of ship-building in this
country, and also shown how far the practices of other nations have
in any way assimilated thereto; it remains now to point out the best
methods of carrying it into effect in ships of war: and here it will
be right to inform the ship-builder, that these practical methods,
are the results which have arisen from very extensive experience,
and from the works having been carried on, under the immediate
superintendence of the inventor.
But before we enter at large upon the subject, it should be
premised, that Sir Robert Seppings has introduced many improve-
ments (independently of the diagonal system) in naval architecture,
particularly that of the combination and better arrangement of the
materials, so as to give strength to the fabric with economy in
expenditure, and by making pieces of timber, of all sizes and forms,
more generally applicable to the construction of ships: this has
been called the small timbered system, or the adaptation of timber,
heretofore considered as fit only from its size for the frames of
frigates, to those of ships of the line. But: the alterations made
therein, in point of length, size and curvature, will be best shown
by the annexed Table.
26 DIAGONAL METHODS
The distinguishing difference between the modes of converting
the frames with small timbers, and with those of the ordinary
scantlings, is, that the timbers are considerably reduced in their
lengths and sidings; but in order to have the same quantity of mate-
rials in ships built according to this method, as there is in the old plan
of framing, an additional timber has been introduced in the distance
between port and port, and also one under each port, and the
frames have been formed with three instead of two bends of timbers.
The head and heel of each timber, being in this, as well as in the
ordinary method of framing converted square, are united by a
circular coak, the diameter of which is about one third of the siding
of the respective timbers, and before being put together, the coaks
and the heads and heels of the timbers are painted; the pigment
used for this purpose is white lead. In uniting the frames, two
bolts are placed in each scarph, in the upper ones of one and
one eighth of an inch diameter in ships of the line, and of one inch
diameter in frigates, and in the lower scarphs, of one and one-
fourth of an inch diameter for ships of the line, and one and one-
eighth of an inch for frigates.
This method of framing ships, was first put in practice on His
Majesty’s ship Talavera of 74 guns, launched in the year 1818, at
Woolwich, and a very particular account was kept of the expense
incurred; and on being compared with that in converting the frame
of the Black Prince, a ship of the same class, built at the same
dock-yard, the result was, that a saving of 996/. arose from the new
method of conversion. As the plan has advanced towards _ per-
fection, a much larger saving now arises from the conversion of the
frame of each ship of the line.
ay
OF BUILDING SHIPS. 24
The new plan is decidedly preferable in point of strength; this
obviously arises from the connexion of the heads and heels of the
timbers, and from their joints being better supported by a union of
three timbers instead of two: in getting up the frames of the
Talavera, it was proved that the alteration which took place from
their original form was only from one eighth to three eighths of an
inch, and not the least racking was observed at their heads and
heels; while those in the Black Prince altered from one half of an
inch to two inches, and racked from three quarters to one inch.
Converting the timbers with square heads and heels and decreasing
their lengths, have given great facilities to the economical and proper
conversion of the wood; no delay now takes place in providing
any article, the pieces of timber in the piles, taken promiscuously,
are generally applicable to all purposes; and hence no logs be-
come rotten by being laid aside for many years, (which used to be
the case to a great extent,) on account of their inapplicability.
When the timber in store is generally of such dimensions as to
admit of its being converted, with greater economy, of large sidings,
it is uniformly done, by placing six timbers between port and port
instead of seven, and two only, (which are regularly spaced,) under
each port; but in this case also, they are in general reduced con-
siderably in length, in order to assist the conversion. The follow-
ing are the scantlings of the ships of the several classes built
according to Sir R. Seppings’s diagonal principle, with timbers of
the greater lengths and larger sidings.
28 DIAGONAL METHODS
Dimensions and Scantlings of the principal Timbers, Plank, dc., in the Classes
of Ships undermentioned.
FRIGATES.
SHIPS OF THE LINE.
5 Rate | 5 Rate | 6 Rate | Ship of
46 Guns. | 42 Guns. } 28 Guns. |18 Guns.
DESCRIPTION.
4 Rate
60 Guns.
3 Rate
74 Guns.
1 Rate of
120 Guns.
2 Rate
84 Guns.
Brig of
10 Guns,
1
PRINCIPAL DIMENSIONS.
Ft. Ins, } Fre. Ins, Ft. Ins. Ft. oSns. Ft. Ins. Ft. Ins.
172 0 |150 141/145 01113 8 [2108 4] 90 ol
; On Upper | Deck,
Ft, Ins. Ft. Ins. Ft, Ins.
Length, on the lower-deck . {205 53196 141176 0
144 9 |125 43/121 931 94 83190 6] 73 7%
” computed, of the keel ba 170 11 |161 113/145 1
tonnage .
Breadth extreme, to the thickness of
the plank of the bottom . ;
43 8 | 39 11] 38 2| 31 6|28 10 | 24 6
Dulas Fes ee we) PhD
Depth in hold , ; ; AN 2S 2 eee) CALI AO
Burthen in tons. ; . No. | 2602 2279 1741 1468 1063 | 944 500 400 235
ORDNANCE WHICH THEY CARRY.
On the Gundeck _ .. , | 32 82 | 28 32] 28 32
Carre 10 22°68
»» Middledeck ‘ * . | 34 24
No. Pr. | No. Pr. { No. Pr, | No. Pr. No. Pr.
, Upperdeck. | . |, | 3424] 32 24] 28 18| 224/28 18/26 18]. . .J2 6 |2 6
Carr P er 28 42 ]- «. «|. . .{2032Cerl1g 32%") § 18 Car!
Quarterdeck : : , 6 12 6 12 4 12
Carr® | 10 32 | 10 32 | 10 32
a
_
14 32 | 12 32 6 18
,, Forecastle . 3 ; ie OSS Pei 122 2512 2.9 2 9 2 9
Carr* 2 32 4 32 2 32
,» Roundhouse . . Carr* 6 18 6 18 6 18
FRAME.
; } Ft. Ins Ft. Ins. Ft. Ine, Ft. Ins. Ft Ins, rr. Ins, Ft. Ins. Fe. Ine | Ft. Ins.
Keel ‘ . square in midships Lats 1 Re 6 1 4 1 sg; 1°73 re 1 O {O 11 Sidea} .
1 3 Deep
A : . sided afore . Dy oe ) Shee si 4 a BS | L .OMs 0.11 0 103} 0 9
4 abaft . , Lime 1 22 1 14 ese» l1 O o 113 0 103 0 9} 0 9
Keelson
» additional
length .| 28 0} 28 0]| 28 O
| Square at the head. . 1 6 eee ety
Stem main
rt “ fore foot . 1 6 i Se
OF BUILDING SHIPS. 29
SHIPS OF THE LINE.
FRIGATES. SLOOPS,
DESCRIPTION. 1 Rate of} 2 Rate | 3 Rate | 4 Rate | 5 Rate | 5 Rate | 6 Rate Ship of | Brig of
120 Guns. | 84 Guns. |74 Guns. | 60 Guns.| 46 Guns. | 42 Guns. | 28 Guns. | 18 Guns. | 10 Guns.
| ooo
FrRAME—continued.
_
Ft. Ins. Ft,. Ins, Ft. Ins, Ft. Ins, rt. Ins. Ft. Ins,
Square at the head. a | So 107 #1 Vk 1 6 14 6 Wed
ore and aft onthe keel |
Post stern E
i false post included . {
[ Fore and aft at upper end P12) 1S} Vy) OI | 0: 16+),0.10;}<0 7S, Gans Boeke
»» imner
VOnthe keel Sy eae he be Se ye i al ig ND Rb ee ee Mee ei
Room and space of the timbers . . 2 10 2308, DOs Stra) 2-164) 2: OSes G 2 53) 2 43
Floor timbers or half floors, sided in a
Biataipat) tues! sty Bol ths Byte Is) chy 9. Copa fa One ee
” afore :
i, Weveuariy Giaes) Cf $25} cP ih) (0g) OL oO TORR” To rao tO ae
moulded at their
t eee i hey 1 Wild. I. 64> 0: 11 @ Ofl0.b 0° S460 sai ces
N. B. As the lower parts of ships are now
made solid by fillings, §c., the floors and
first futtocks may be sided as large as the
respective pieces of timber from which
they may have been converted, and the
size of the openings will admit.
Futtocks first, sided in midships 4 Porsiy. fs lt ts eps 170 0 11}
5 peewee store and. abaft..| J 23) 1 2] 1°11 1, os} 0 114), 0,103) 0:10) °O 9) ORF?
os » moulded attheirheads | 1 2) 1 13| 1 O83] 0 114} 0 108 010] O 8% O 74 O 63
» Second, sided in midships —. je? Ve Geek he iy | i a Oar O 102] OF 93} Of: 83}.0.07
7 » aforeand abaft | 1 13) 1 1] 1. 03} O 114] O 104) 010] O 94) O 84} O 64
i ,, moulded at their heads ef ae ee | Vio OO; fic O10s 0 404!) 07'S. (LOR Aras
» third, sided in midships } 12 1 713 1 TOR oO LIT 0 1og} 0 10%): 0.59) Co Sa. Cares
~ », afore and abaft be a 1 fou) VY PO oO ar: 010M 0 Ok OC Stl i’ Fit ae
. »5 moulded at theirheads | 1 1 1 TOkl 0 T1ap°O: FOs|* 0 194) 0: (OT. Oc 73 GO Gab OG
, fourth, sided ; : a) Lei 1 oR. 1 TOO dF] (0 10d} 0.59%) Oo "84ers
_ », moulded at gundeck |
waterways. es 1 Of 1 Of 0 1%
a » moulded at middledeck
waterways
“4 ,, moulded at upperdeck
waterways
30 DIAGONAL METHODS
SHIPS OF THE LINE. | FRIGATES, | SLOOPS.
DESCRIPTION. 1 Rate of} 2 Rate | 3 Rate | 4 Rate | 5 Rate | 5 Rate | 6 Rate | Ship of | Brig of
120 Guns.| 84 Guns.| 74 Guns. | 60 Guns. |46 Guns. | 42 Guns. | 28 Guns. | 18 Guns. | 10 Guns.
FRAME—continued.
Toptimbers sided at their heels and Ft. Ins. Ft. Ins. Fs. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins.
’
upper futtock heads j :
Toptimbers, sided at the top of the side | 0 114, 0 114] 0 114} 0 103} O 93] 0 9] O SH O 73 O 6
Toptimbers, moulded at the upper edge
of the sheer strake in the waiste
=)
J
~~
j=)
J
o
a
Toptimbers, moulded at the upper edge
of the sheer strake afore ‘
o>)
NX
i)
oe
°o
we
jo)
Se
i=)
os
©
ose
o>)
On
o
i:
i)
Oo
Toptimbers, moulded at the upper
edge of the sheer strake abaft
Toptimbers, moulded at upperside of
quarterdeck and forecastle ports
jo)
or
(=)
ox
j=)
Or
=)
AN
o
Db
j=)
os
ae
o
33
N. B. Those toptimbers which run up, so as to form the
Sides of ports, are continued upward the same sidings
as at their heels. And although in some cases, in order
to shorten the timbers, and thereby reduce their curva-
ture, lengthening pieces are introduced, and in others an
additional timber in each frame for the same purpose, yet
re scantlings remain the same at the positions stated
above.
IN HOLD.
Limber strake : . thick . 0 8 0777 oO i 0 6 Or6 0 6 0 4 Oo 4 gee
square | 4 1 2 Bae
Diagonal riders or braces up-
per and lower , : : sided (of. PR PL Pg | On ee ones
moulded) *\ Wee. Oo mt O16 0 6 0 6
Diagonal riders or braces, )
saddle square 1 3 1 1 he
Diagonal trusses pided 1). oie iene) mel ee EO 107] (O8TOU Stow ty
be Le fO LS $0235) 0 1a
moulded! «- <. 9.2] 440.) chalet S 0 6 0 6
square LE 1 2 ae |
Ss
| Fore and aft, or fis
pieces at floorheads 5 Va . . . ° . . ry ° . 0 11 18) 11 (0) 11
mouldedtc. 7.40.41 5.) Si a ee D106 0 6 0 6
square | 1 0] 1 O} O11
Fore and aft, or longitudinal
pieces at first futtock heads Sided rf 56 RS eos ade ane Ore oe pee et
moulded| :34. fs bse cede oo f8 0 6 0 6
N. B. In the fore and after bodies of ships, the sidings of the
riders, trusses, and longitudinal pieces are one inch less
than those dimensions,
OF BUILDING SHIPS.
SHIPS OF THE LINE. FRIGATES,
DESCRIPTION. 1 Rate of
120 Guns.
4 Rate
60 Guns,
2 Rate
84 Guns.
3 Rate
74 Guns.
IN HOLD—continued.
Ft. Ins.
f broad
russes of iron. :
| thick
hickstuff at floorheads, when
iron trusses are used in fri-
gates, and when not used in
small ships. . . 4 thick
broad
hickstuff at first futtock heads, broad
ditto . : : thick
Hooks iron. . ; weight
Crutches iron
ORLOP DECK.
Beams ‘ ‘ : square
so we round; 7 :
pet. ; “ square
broad
Shelf-pieces . ‘ :
thick
Clamps ° ”
Chocks under shelf-pieces . sided
Side plates for attaching the jbroad
beams to the sides -| thick
Strake on the ends of beams thick
GUNDECK IN SHIPS OF THE LINE,
OR LOWER DECK IN FRIGATES
AND SMALLER CLASSES.
Co ee . square
» toround.. : 3
- half : : square
broad.
Shelf-pieces . : :
thick
Clamps - ; Ae
5 Rate 5 Rate
46 Guns. | 42 Guns
6 Rate
28 Guns.
. Ins.
31
SLOOPS.
Ship of | Brig of
18 Guns.| 10 Guns.
Ft. Ins. Fe Ins.
Le 6 Loa G
0 3 Oss
"6 iG
0.63 2
OF. S 0 6
On. 4
oO ll 0 11
OFS 0 8
O 4 0 +8
a2
DESCRIPTION.
GUNDECK, &c.—continued.
Chocks under shelf-pieces . sided
Knees iron forked weight
», under the beams *
Spirketting thick
Waterways : ; + square
Plank of the deck thick
MIDDLE DECK.
sided
Beains i
| moulded
* toround. : E -
4 half : . ° Square
f broad
Shelf-pieces :
\ thick
Clamps ”
Chocks under shelf-pieces sided
Knees iron forked weight
Spirketting thick
Waterways square
Plank of the deck thick
UPPER DECK.
sided
Beams
moulded
a to round
ie half . — square
f broad
Shelf-pieces
\ thick
Clamps
”
DIAGONAL METHODS
SHIPS OF THE LINE.
1 Rate of} 2 Rate
120 Guns.} 84 Guns.
—_
| el
©
Os
3 Rate
74 Guns.
4 Rate.
60 Guns.
FRIGATES.
5 Rate
46 Guns.
©
tol
5 Rate
42 Guns.
6 Rate
28 Guns.
SLOOPS.
Ship of
18 Guns.
Brig of
10 Guns.
OF BUILDING SHIPS. 33
SHIPS OF THE LINE. FRIGATES. SLOOPS.
DESCRIPTION. 1 Rate of
{120 Guns.
6 Rate
28 Guns.
5 Rate
42 Guns,
Ship of
lé Guns.
Brig of
10 Guns.
2 Rate 3 Rate
84 Guns. |74 Guns.
4 Rate 5 Rate
60 Guns. | 46 Guns.
UPPER DECK — continued.
Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins. Fte Ins.
Chock under the shelf-pieces, sided | 0 83} 0 84] 0 83} 0 8] 0 8] 0 8] 0 7] 0 7| 0 7
i : C. Or. Lb. | C. Or. Lb. C. Qr. Lb. | -C. Or. Lbs] C. Or. Lb. | C. Or. Lb.
Knees iron forked . ; _ weight | 2°1.042 10 | 2 1.0 |2 1 9].2 1:01,2.110
C. Or. Lb. | Ce Ore Lb. | Ce Qe Ld.
és under the beams So Sa ee FE eee ee ee RS ee ee eS i ee
Ft. ins. Ft. Ins. Ft. Ins. Ft Ins. Ft. Ins. Ft. Ins. Ft. Ins. Ft. Ins.
Spirketting . . . thick} 0 5] 0 5] O 43] 0 441 0 44) O 44) 0 3] O 33] O 8
Waterways) 5} - «+ ~ square; 1/1/| 1 Of} .1 Of) 2 0O.] -0 114.;0'114] O11} OTL] O 9
| Plank of deck thick
QUARTER DECK.
sided 0792] 0 /9f/.0 19 0 11 O 7k} O Til Oo 61
Beams . j
moulded} 0 83| 0 83} 0 8| 0 8] 0 74 O 7H oO 52
to round . ; 4 ‘ 8 3 1
Shelf-pieces .
Clamps what) ty. a 0 4} 0 4] O 0 4] 0 4] 0 0 3
Chocks under shelf-pieces Sidsdi}c Onl TE OnE 75 0 ONE TEL O.8'T [OTORGX) (OO Me) OWS
Spirketting . .. Muck ty Os ary 0, Sot O PSP Ge SOLS) Ss OLS io OMS
Waterways . - 3 square | 0 10%] O 103] O 103) O 10%) O 103} O 103] 0 10
Plank of thedeck . . thick
FORECASTLE.
sided 0 194; O 9f| © (9c) © 9 Oo 8} 0 73 O 63
Beams
moulded| 0 83 0 8%] 0 8} 0 8| 0 7] © 73} O 54
broad i i0r; 1 oO lL Grr 0.108 0 | .0.11 |. 0-10
Shelf-pieces :
thick Ont) O.7 | 0 °F 0 16a -O 1681 0: Ost, Oy te
Clamps : : : . thick Goa A 0 4a on 4) O14. 15 0) 4a Gere
Chocks under shelf-pieces . sided regs OV 7st 0 (Fei? 1. OCF lO gO . 6
Knees iron forked
Spirketting
Waterways
Plank of the deck
84 DIAGONAL METHODS
SHIPS OF THE LINE. SLOOPS.
FRIGATES,
DESCRIPTION. 6 Rate
28 Guns,
5 Rate
46 Guns.
5 Rate
42 Guns,
4 Rate
60 Guns.
3 Rate
74 Guns,
1 Rate of | 2 Rate
120 Guns.| 84 Guns.
Ship of
18 Guns.
Brig of
10 Guns.
ROUND-HOUSE.
p Ft. Ina Ft. Ins Ft. Ins.
sided O47) "O P71 “O pee
Beams
moulded} 0 6 0 53) 0 53
4 toround . : ; ’ 0 11 0 ll 0 ll
j broad 0 10 010] 010
Shelf-pieces ‘
| thick 0.16] ‘0 [@-| “0 16
Clamps : : thick O 31} O 31] 0 33
Chocks under shelf-pieces sided 0 }6 | -0 6). 0/6
*Waterways . : square| O 9| O 9] O 9
*Plank iu Boy, ak Sa ie Chick 0 2] o 23] o 2
WITHOUT BOARD.
Ft. Ins Ft. Ins. Ft. Ins Ft. Ins
broad | 5 10 | 4 j8 | 4 (67 3 [9] 8 10 3B LQdice Mad
Wales main .
thick O10 O FOS] 0: [84], 0 Frat Ore 0 5) O 4
», thickstuff above __,, 0-181! 0 {8 | 0 17] 0 16) OFS 0 38] 0 3
,, thickstuff under . ; The upper edge of the upper strake the same thickness as the main wales, and this and the
other strakes diminish gradually until they are brought to the thickness of the bottom.
» middle i ; broad 30
thick Oo 51
if broad 2 5 .).8 FOu 28210
» Channel
\ thick 0 5 0 5 Oo 5
Sheerstrakes , : . thick @ 37) 0 42] © 44 © 42} O BahiiOud | 0 3 OC eeaeee
Plank of bottom : - 0 4k 0 441 0 40 0 40 O 4 licOnt8h] O “S)) Oy aareanee
OF BUILDING SHIPS. 85
In the aforegoing scantlings it has not been considered necessary
to enter into copious details, as this is so ably and altogether so
accurately done in the extensive tables (from folio 1 to 58) given in
a former part of this work, and to which the reader is referred.
Those tables must have been the result of long and patient investi-
gation; and it is but justice to say, that they are the most perfect
of their kind, such as are not to be found in any other book, may
at all times be consulted with profit, and cannot fail to be interest-
ing to all those who are in any way concerned in the construction
of ships.
It now remains to give the practical methods of carrying on the
work in ships of the line and frigates, built by the diagonal system.
Frame.—Half floors are introduced generally; this is done for the
purpose of economical conversion, and to give strength, they are
formed into floors by a chock or cross piece, which is coaked and
bolted to them and to the dead wood.—See Plate K. fig. 6.
All the timbers are framed together in bends, (except the short
timbers over the ports), and each scarph secured, as before observed,
with two bolts of one inch and one-eighth diameter in ships of the
line, and with those of one inch diameter in frigates.
The first futtocks are bolted to the respective floors, with which
they come in contact, with two bolts in each scarph of one inch and
one quarter diameter in ships of the line, and one inch and one-eighth
in frigates; and the filling frames under the ports are so opened as
to divide the space in which they are placed, equally.
The heads and heels of all the timbers are converted square,
painted at each end with white lead, and united one to the other
with a circular coak, formed from hard, well-seasoned, durable
F 2
86 -DIAGONAL METHODS
wood, which coaks are, previously to their being used, soaked in
train oil and then painted.
The chocks, which it is necessary to place between the frame
timbers to keep them at a proper distance for seasoning, are re-
-moved, (to prevent the lodgment of dirt or chips), previously to the
planking being. commenced.
The frames are filled in to within a few inches of the orlop
clamps, (having previously been paid over with coal tar in wake of the
fillings), so as to form one solid mass, the fillings for this purpose are
of about four feet each in length, and three inches in thickness, and
converted from dry oak timber; these are first placed fair with the
outer side of the timbers, and then slightly caulked on one side, and
well raimed and caulked on the other: cement, formed of two parts
of Parker’s cement and one of drift sand, is then placed on the outer
filling, to within two inches and an half of the inner surface; a filling
of three inches in thickness, similar to the outer filling, is then
tightly driven from the inside, which, by pressing on the cement
before it becomes fixed, forces it into all the interstices. And in
order to economize this mixture, whole bricks or pieces of bricks
are placed in those openings which may be wide enough to receive
them without their coming in contact with the timbers: the inner
fillings are caulked in the same manner as the outer. The inside
of the ship is then dubbed moderately fair.
As whale and some other oils have been found to preserve timber,
basins are formed in the heads of the stem, stern-post and timbers
under the ports; holes are then bored in the centres of these some
distance down the timbers, which are kept filled with train oil during
the time the frames of the ships stand to season, which periods are
OF BUILDING SHIPS. 37
twelve months for a ship of the line, and six months for a frigate ;
after these have elapsed, the holes are plugged up, the heads of the
timbers cut off fair, and then painted with white lead.
Planking without Board.—The plank of the bottom is secured by
a copper bolt in each but, and by only one treenail passing through
each timber; these, with the through bolts which ach the diagonal
framing placed within board, are considered to be a sufficient de~
gree of fastening, and the timbers and plank are less perforated, and
thereby less weakened, than by the former practice of double and
single fastening through the timbers alternately.
The main wales, blackstrake, upper strakes of diminishing stuff,
middle wales, channel wales and sheerstrakes, are (for the purpose of
steadying the timbers and preventing the buts drawing apart)
coaked to the timbers of the frame; where three or more strakes,
by two coaks being placed in the strakes above and below that in
which the buts meet, and in the timbers immediately afore and abaft
the buts; where there are less than three strakes, then both buts are
coaked to those timbers which come the nearest to their ends.
The clamps and spirketting are also coaked to the timbers of the
frame in a similar manner to the wales, and to prevent them from
being split by the in-and-out fastenings which pass through them, up
and down bolts are introduced in the centre of the thickstuff.
Within Board, Limber Strakes in Hold.—The limber strakes are
coaked to the cross pieces; the coaks used for the purpose in ships
of the line are of four inches and an half, and in frigates four inches
diameter, and are in each case four inches long.
Keelsons additional.—An additional keelson is worked on each side
of the ship in wake of the mainmast, and placed at such a distance
38 DIAGONAL METHODS
from the keelson, that the ends of the step for the mast may rest upon
them, (Plate K, ref. A.) the usual keelson as well as the two additional
keelsons are secured to the cross pieces by coaks as well as by bolts.
Trussed Frame.—The disposition of the several parts of the trussed
frame in a ship of the line with two decks is shewn in Plate K. fig. 1.
The trussed frame is composed of diagonal timbers, (marked B.),
longitudinal pieces (marked C.), and trusses (marked D.)
In executing the work, the middle diagonal timber, (where there
are three to form a bend), is first got into its station, and laid as
nearly to a right angle from the body of the ship as possible; the
upper part abutting against the fore and aft stuff that runs under the
orlop clamps, and the lower part is continued two feet six inches
below the floor-heads, or as much more as the length of the piece
will admit; making an angle of 45° with the timbers of the
frame. ‘The lower diagonal timber is next placed and runs from at
least two feet six inches above the floorheads to within three inches
of the limber strake, giving thereby a scarph of not less than five feet
to the middle timber: and in order to make this timber lie nearer to
aright angle with the body, the lower end of the middle timber
is reduced at the upper part, where it comes in contact with the
lower timber; in the fore body it is taken from the aftside, and in
the after body from the foreside. |
The upper diagonal timber runs from the side of the chock sider
the gun-deck beam, to the head of the middle timber: in disposing
of this timber, it is generally necessary to take away a chamfer of |
about six inches from the angle of the lower edge of the orlop beam;
in order to preserve the proper diagonal direction of the timber, and
to allow the head of it to reach as high as possible up the chock
OF BUILDING SHIPS. 39
under the shelf-piece. A chock is then placed on the inside of the
diagonal timber reaching from the orlop shelf-piece to about
four feet below the head of the middle timber, for the double purpose
of giving support to the shelf-piece and forming a continuity of
strength between the upper and middle diagonal timbers, The
scarph formed by the middle and lower pieces of the diagonal
timbers is secured with two copper bolts, which are driven square
_ from the sides of the timbers, the diameters of these bolts are the
same as those which secure the riders. )
The diagonal timbers thus connected, form strong braces or ties,
and are placed against every alternate beam, except afore the fore-
mast andabaft the mizenmast, where they are placed against every
beam. At these parts of the ship the braces are made of two timbers
only ; the lower ones run to the middle line, where meeting with the
same description of timbers worked on the opposite side of the ship.
they form breasthooks forward, and crutches abaft, by being united
with iron straps about fourteen feet long, four inches broad, and one
inch and an half thick in the middle, but only three quarters of an
inch thick at their ends, bolted with ten bolts of one inch and a
quarter diameter in ships of the line, and one inch and one-eighth
in frigates.
If any difficulty occur in procuring compass timber for the diago-
nal timbers in ships of the line, a saw kerf is cut in the upper part of
the upper and in the lower part of the lower timber, thus avoiding a
kerf in wake of the scarph. Or if the scantlings will admit of it,
as is the case in frigates, the wood is brought to the curvature re-
quired, by being boiled.
The diagonal timbers are coaked to the frame timbers, and to the
40 DIAGONAL METHODS
gundeck and orlop clamps with which they come in contact, with
coaks three inches and a half long and three inches and a half dia-
meter; these are placed about three feet apart.
The longitudinal pieces are placed at the floor and first futtock
heads in ships of the line, built with long timbers, but at the floor
and second futtock heads in ships built with short timbers. They
have their ends secured to the diagonal timbers with coaks four
inches long and four inches diameter ; the coaks used for the purpose
must be double sunk, and whenever the necessity of double sinking
coaks exists, the vacant space is invariably filled up with a mixture
of chalk and tallow, or with cement. In frigates the ends of the
longitudinal pieces are not coaked. The lower trusses are placed
from one angle, formed by the diagonal timber and longitudinal
pieces, to its opposite angle; the upper ones are laid above a
square or 90° from the diagonal timbers. The longitudinal pieces
and trusses are procured, if possible, from old ship-timber, which,
before being put into place, is saturated with oil, and then painted
with white lead to prevent an absorption of moisture.
Great attention is paid to drive in very tight the fore and aft
pieces at the floor and first futtock heads, and more particularly so
the trusses, as they receive the weight of the ship when she has a
tendency to arch or hog. As no coaks are required at the ends of
the trusses, should they by accident be cut short, or should the
braces have shrunk after the trusses were put in place, thin iron-
plate wedges are driven in, prior to the ship’s being launched or
undocked.
The diagonal timbers in ships of the line are secured with copper
bolts of an inch and a quarter diameter; the bolts are placed from
OF BUILDING SHIPS. 4)
eighteen to twenty inches apart, except at their extreme ends,
where two bolts are placed nearly abreast; and at the heads of
those under the gun-deck shelf-piece, these bolts are driven through
a plate of iron to secure them, and prevent their moving when the
ship is in the action of rolling. In frigates, the bolts of the diagonal
timbers for the upper range and for those parts which form hooks
and crutches are one inch and one-eighth, the remainder one inch
diameter.
The longitudinal pieces at the floor and futtock heads in ships of
the line are fastened at their ends with bolts of an inch and a quarter
diameter, and in the middle with bolts of an inch and one-eighth
diameter, which are placed from one foot eight inches to two feet
asunder ; their ends excepted, where, as is the case in the ends of the
diagonal timbers, they are put nearly abreast. In frigates, the bolts
are placed the same as in ships of the line, but they are only of
seven-eighths of an inch diameter.
The trusses in ships of the line are secured with bolts of an inch
and one-eighth diameter ; and in frigates with those of seven-eighths
of an inch diameter, which are placed about two feet asunder.
_ In driving the bolts of the diagonal frame, all those in the ends,
and at least one in the middle of each timber, are driven first, and
from the inside, in order to draw the materials well in contact with
the frame timbers, and the remaining bolts from the outside.
Water-courses are cut wherever there is a probability that water
would otherwise lodge, particularly at the ends of the fore-and-aft
pieces and trusses, also at the ends of the diagonal timbers if they
abut against the limber strake, or the keelsons in wake of the
main mast: these water-courses are formed by cutting off the
G
42 DIAGONAL METHODS
angle, with a plain chamfer, of about four inches at the perpen-
dicular and five inches at the lower part; the same principle is
observed with respectto the hooks, crutches, &c.; but it is then
carried to a greater extent.
Trusses of iron.—Although many frigates have been built with a
diagonal framing in their holds, similar to that in ships of the line,
and which was found to answer the intended purpose extremely
well, yet it has not been practised in this class of ships for the last
three years. Instead of this framing the afore-mentioned iron
straps (Plate O, ref. 0,) are placed in a diagonal direction at an angle
of about forty-five degrees, to act as trusses *; these are fitted to lie
close to the inside planking over which they run, with the exception
however of the two strakes of thickstuff (Plate O, ref. L L,) which
are worked over the joints of the timbers, and which are scored
down upon the iron trusses. For conveniency in rolling the iron
straps, and also to make them set closer to the timbers, they are
generally worked in two lengths, the upper part of the strap giving
a scarph of about five feet to the lower; for their dimensions, and
also for those of the thickstrakes, the reader is referred to the
scheme of scantlings. The iron trusses are laid six feet asunder,
the three foremost and the three aftermost ones run to the underside
of the upper-deck, the remainder to the underside of the lower-deck
only, and all extend to about five feet below the floorheads. The
bolts for their security and attachment to the frames of the ships are
* Although the author agrees generally in the doctrine laid down by Mr. Morgan,
and inserted from page 12 to page 16, with regard to the diagonal framing, yet he
differs from him in the position, that the iron straps should be laid as braces, con-
sidering that they are more efficacious when placed, as recommended by Sir R. Sep-
pings, to act as trusses.
OF BUILDING SHIPS. 43
of seven-eighths of an inch diameter, and placed from eighteen to
twenty inches apart; a bolt, however, is driven within four inches of
each end.
Orlop, strake under the beams.—The orlop beams in ships of the
line have a fore and aft strake, four inches thick, placed under
them in midships, to receive the heads of the pillars in hold.
Half beams.—The half beams are all of fir except those in the
cable tiers which are of oak. A piece of plank is wrought on the
end of each half beam to make it of sufficient depth to reach the
shelf piece; the midship end of each half beam is secured to a
carling, lying in a fore and aft direction, by means of a dog bolt.
Shelf Pieces.—The dimensions of these are given in the scheme of
scantlings. The inner edges of the shelf pieces are placed lower
than the edges next the clamps, to prevent water from lodging on
their upper sides. Their scarphs are five feet six inches long, and
have four coaks in each; the scarphs are so disposed that the front
lip shall over-run the chock under the shelf piece about four
inches. The shelf pieces are secured with bolts placed from one
foot six inches to one foot eight inches asunder; and as the throat
bolts of the iron knees pass through the shelf pieces, no other bolt is
placed nearer than one foot to the middle of each chock intended
to receive an iron knee. The diameters of the in-and-out and up-
and-down bolts for shelf pieces are as follows :—
ay eh bi» Frigates.
Orlop
Lower-deck
Middle-deck . 4 :
Upper--deck . ; ; ;
Quarter-deck and Forecastle
Roundhouse :
4A: DIAGONAL METHODS
The following are the diameters of the coaks for the shelf pieces,
and also the number placed in each beam end :
Ships of the Line. Frigates.
Ins. diam. No,
42
43
Ins. diam.
Orlop : 5 : ‘ : ‘ : 4
5
Lower-deck . ‘ , : ‘ 4 45
Middle-deck
| Upper-deck
Shelf piece.
Forecastle and Quarter-deck
Roundhouse |
Orlop
Lower-deck
Middle-deck
Upper-deck
Ll el ee
Each half beam Each beam end and
end and shelf
Forecastle and Quarter-deck
These coaks are four inches long, hollow and of cast iron, the
eavity is filled with cement and sand.
Chocks under the shelf pieces.—At the situations where those beams
rest which do not come over the ports, chocks are placed; upon
these the faces of the iron knees rest and are bolted. The chocks
of the orlop shelf pieces are so placed that the bolts of the diagonal
timbers pass through them. The chocks under the gun-deck beams.
in ships of the line, extend to the orlop beams to which they are
attached by aside plate. (See plate K, fig. 3.)
Iron Knees.—The beams of the lower, middle, upper and quarter-
decks, and forecastles of ships of the line, are attached to their sides
by iron knees, those which do not come over the ports, with clasp
knees, their vertical or up-and-down arms being bolted through the
OF BUILDING SHIPS. 45
chocks and sides, and their clasp arms through the beams, (Plate K.,
Fig. 5.) one of the bolts in the throat of the knee being placed
vertically ; those which come over the ports, by iron dagger knees,
the upper arm placed and fastened against the sides of the beams,
having also an ear projecting to receive a bolt to pass through the
ship's sides, the lower arm is bolted ona chock placed diagonally
against the ship’s sides. The beams of the round house are secured
with a plate bolt only, the diameter of the bolt part, which passes
into the beam, and is clenched on an iron plate, is one inch and a
half; the plate part of the bolt is fastened to the ship’s side with
bolts of seven-eighths of an inch diameter.
The diameter of the bolts for forked knees is as follows :—
LOWER-DECK.
Inch diam.
The two throat-bolts and the up-and-down bolts. ; é : - Sd
The lower bolts, and those which run fore and aft into the beams ~- %
MIDDLE AND UPPER-DECKS.
_ The two throat and up and down bolts . : 5 : : : iguecls
The lower bolts and fore and aft ditto . . . : . ; Pree °°
QUARTER-DECK AND FORECASTLE.
The two throat and up-and-down bolts . : : . : ; ¢
The lower bolts and fore and aft ditto . : : ; : wrk
In frigates, the lower-deck beams are secured at each end with an
iron knee placed under them and fastened with bolts one inch in
diameter. The beams of the orlop and platforms, as well as the
foremost and aftermost beams of the lower-deck, are secured with
4.6 / DIAGONAL METHODS
three bolts of one inch and one-eighth diameter, driven diagonally
from the upper side into each of their ends through the bottom; one
at least of which passes through the shelf piece.
Trussing between the Ports.—The horizontal planking, called quick-
work, introduced in ships of the line in the old, is omitted in the new
system of ship building, and abutment pieces and trusses are worked
in its stead. The abutment pieces for the gundeck are about thirteen
inches in breadth, and for the middle and upper decks twelve inches
only.
The trusses for the gun-deck are eleven inches, and for the middle
and upper decks ten inches in breadth; the abutment pieces exceed
those in breadth two inches, and are of the same thickness as the
clamps, if they do not exceed six inches, in which case they are not
bearded, but if they exceed that thickness they are bearded to six
inches: the diagonal trusses are half an inch less in thickness than
the abutment pieces.
Every abutment piece is coaked to the port timber, with one coak
of three inches and a half diameter, which is so placed as to act
against the pressure of the truss on the abutment piece, the ends of
each abutment piece are bolted with two in-and-out bolts of seven
eighths of an inch diameter; they are also bolted in a fore and aft
direction with one bolt in each of the same diameter. The space
between the trusses and abutment pieces is left open while the ship
remains in a state of ordinary to give air to the frame, but when
put into commission it is covered over with sheet copper.
W aterways.—The waterways are rounded in front, and have a
rabbet to receive the flat of the decks, this rabbet is so cut as. to
admit of a seam for caulking of three inches in depth, and at such
OF BUILDING SHIPS. AT
an angle that the buts of the flat of the deck may be bearded three-
eighths of an inch. And to prevent a lodgment of water on the
upper side of the waterways, they are canted below a level from
the timbers inwards. The waterways are wrought in short lengths,
and butted on carlings, let down for that purpose between the
beams ; these carlings are let into scores which are taken out of the
beams and half beams. ‘These are of the same breadth as the water-
ways, and of the same depth as the binding strake, the upper side
of the carlings are flush with the upper side of the beams. Each
but of the waterways is secured to the carling with two coaks, and
one up-and-down bolt, the bolt passes also through the shelf piece,
The waterways and their ekeings are scored down on the beams and
half beams; the scores for the gundeck (in ships of the line) are
three inches; for the upper deck two inches and a half; the scores
at the beam are taken from the waterways and ekings, and the
buts are faced on the sides of the beams half of an inch, but at
the half beams the scores are taken from them and not from the
waterways.
One up-and-down bolt in the waterways, and through the shelf
piece is placed in each end of the beams and half beams; the diameter
of the bolts for the beams of the gundeck is one inch and a quarter,
and for the middle and upper decks one inch and one-eighth, for
the half beams of the gun-deck one inch and one-eighth, and for
the middle and upper decks one inch. The in-and-out bolts in the
upper part of the waterways are the same in number as those in
the binding strakes, the diameter of the bolts in the gun-deck one
inch and one-eighth, and for the middle and upper decks one
inch.
48 DIAGONAL METHODS
The diameters of the coaks, which are of cast iron, four inches in
length, and the number placed in each beam are as follows :—
No. diam.
In each beam end and waterway on the lower-deck : . 2 coaks 4 ins.
Ditto middle and upper-decks . 2 __,, 3455
Waterways coaked for Decks laid fore and aft—The coaked water-
ways for the lower decks of frigates are ten inches and a half
square, the quarter decks of all ships ten inches and a half, and the
round-house nine inches square ; a rabbet is taken out of the water-
ways so as to admit of there being a seam of three inches deep for
the purpose of its being caulked. These waterways are fastened
on the lower decks of frigates, and on the quarter-decks and fore-
castles of ships, with bolts of one inch diameter, and on the round-
houses of all ships with bolts of seven-eighths of an inch diameter.
The up-and-down bolts in the waterways and half beams are one-
eighth of an inch less than those placed in the main beams. The
in-and-out bolts are placed from one foot eight inches to two feet
asunder; each beam end is united to the waterway by cast iron
coaks of the diameters following :—
Ships of the Line. Frigates,
diam.
Lower-deck F ; : , . : : 34 ins. 1 No.
Forecastle and Quarter-deck . at 10S. yok. INO Acces. ih ie
diam.
Roundhouse : , : ‘ Tee Bere
Thin Waterways-—These are one inch more in thickness than the
flats of the respective decks, and are fastened to the beams and half
beams with treenails, with the exception of their buts which are
secured with mixed metal nails.
OF BUILDING SHIPS. 49
Binding strakes at the side to secure diagonal Decks.——The side
binding strakes for the gun-deck are six inches in thickness, for the
middle and upper decks five inches, and are in breadth for all the
decks ten inches; they are let into scores taken one half of the thick-
ness of the binding strakes, from the beams and half beams, and
the other half from the binding strakes; the scores are faced half of
an inch on the sides of the beams. In frigates the binding strakes
are five inches thick, and scored and bolted in the same manner as
in ships of the line.
Binding strakes in Midships.—The midship binding strakes are
coaked to every beam and breasthook, with one coak three and a half
inches diameter. These strakes are five inches thick before the aft
part of the fore hatchway for the gun-decks of ships of the line, and
four inches thick from the ward-room bulkhead forward for their
middle and upper-decks, and also for the upper-decks of frigates ;
the remainder is the same thickness as the decks.
Diagonal Decks. —The gun-deck, middle and upper-decks of ships
of the line, and the upper-decks of frigates, are laid diagonally at an
angle of forty-five degrees with the beams. Every side but of the
decks so laid is fastened to the binding strake at the side, with two
treenails of one inch and a half in diameter; except in those beams
where the up-and-down bolts in the forked knees, or the bolts for the
half beams described below, pass through the flat of the deck, then
one treenail only is driven. T'wo treenails also pass through each
half beam, and one through each diagonal ledge.
Every midship but is fastened to the beams or to the carlings with
two bolts, and every plank is fastened to each beam, that it may
cross with two bolts also; the bolts are eleven inches long and five-
H
50 DIAGONAL METHODS
eighths of an inch in diameter on the gun-deck, and eight inches long
and five-eighths of an inch in diameter for the middle and upper-
decks; the holes are bored quite through the beams to admit of
the bolts being driven out on the repair of the ships. One up-and-
down bolt passes through the flat of the deck, the side binding strake
and each beam and half-beam, except those beams where a throat-
bolt to the forked knees are placed; on the gundeck, these bolts
pass through the shelf-piece; the diameter of the bolts on the gun-
deck are one inch, those for the middle and upper-decks seven-
eighths of an inch. The forecastle, waist, and quarter-deck of ships
of the line and frigates are fastened with mixed metal nails.
Sterns circular.—The mode of timbering of these sterns assimilates
to that practised in the bow, and as many timbers as possible ran
up to the top of the side (see plate K, fig. 4,); the stools, decorations
and fittings, depend upon the taste and judgment of the persons who
may superintend the works, and more properly belong to the ship-
joiner than the naval architect.
ee
The aforegoing instructions have been confined to the mode of
building ships of the line and frigates. In small vessels the frame is
made solid as high, ‘or nearly so, as the line of fluitation, anda thick
strake worked over the joints of the timbers; the beams of their
upper-decks are secured to the sides by being coaked and bolted to
the shelf pieces and thick waterways, those of the lower-deck by a
shelf piece under the beams to which they are coaked (the thick
waterway being omitted), and bolts pass in a diagonal direction
through the ends of the beams, the shelf piece and bottom; two or
OF BUILDING SHIPS. 51
three iron knees, according to the respective sizes of the vessels are
placed under the upper-deck beams on each side in wake of the
masts. These are the distinguishing differences from the old mode
of ship-building, which have been introduced into the smaller classes
of vessels by Sir R. Seppings; the dimensions of their timbers,
planks, gc., are given in the scheme of scantlings.
It is universally acknowledged, that, however well a ship may be
put together, or however good may be the principle on which she
is constructed, these are defeated if decay of the materials speedily
takes place. Every means then are used to prevent the decompo-
sition of the timber. The ships are built under permanent roofs:
these were put up at the recommendation of Sir R. Seppings, the
framing of most of them is upon his principle of trussing, and
they are generally admired for their strength and lightness. ‘To
prevent decomposition from moisture, an intervening coating,
such as paint or coal tar is put upon the faying surfaces of the
timbers, beams, fc., and all chips and saw-dust are removed from
the openings. But, as it is foreign to the subject matter of this
work to enter into a detail of these particulars, the reader is referred
to a recent publication*, in which all these precautionary measures
are treated at large.
* Knowles ‘On preserving the Navy,” chapter VI.
52 DIAGONAL METHODS
SECTION III.
ON THE CONSTRUCTION OF SHIPS EMPLOYED BY MERCHANTS IN
COMMERCE.
THAT no nation can become formidable to its neighbours asa
naval power, without being commercial, is a fact which must be
admitted by all those who have given the subject any attention.
‘lhe revenue which commerce affords, the activity which it promotes
in the manufactories of the various kinds, the excellent officers and
seamen which it gives to the country for her defence in times-of
need, not only advance the general interests of the community, but
support the best bulwark of Great Britain, the Royal Navy.
The advantages which the state has derived from the diagonal
method of ship-building, induced the inventor, with that spirit of
benevolence and enterprise for which he is so distinguished, to turn
his attention to the. construction of merchant ships, and to: bring
forward a plan which should combine economy in the building of
those vessels, with safety to the mariners and security to the mer-
chandise. This plan has been, in some degree, followed by merchant
ship-builders. Messrs. Fletcher and Fearnall, at Limehouse, in the
river Thames, have constructed several ships having the materials in
their holds laid in a diagonal direction. Mr. Tibbet, of the same
place, launched the Atlas, of 400 tons, in the year 1819, which had
been constructed on this plan. Mr. Tindell, of Scarborough, built
at that port the Africa of 400, and the Euphrates of 500 tons, in
which he had introduced, very generally, the diagonal method of
OF BUILDING SHIPS. 53
ship-building. These are, however, the only instances which have
come within the knowledge or inspection of the author in which the
system has been introduced by merchants; but, as the principle
becomes better understood, and the advantages of this mode of ship-
building more generally known, it will no doubt be practised to a
considerable extent. It remains then to give a descriptive account
thereof, in the author’s own words *.
*‘ Kirstly, as to the principle on which mercantile ships are at
‘¢ present built, and particularly as regards the putting together their
‘«‘ ribs or frames, and the arrangement of the materials.
«< In forming the frames or ribs, half of the timbers only are united,
“s0 as to constitute any part of an arch; every alternate couple
«only being connected together: the intermediate two timbers
‘« (termed fillings) being unconnected with each other, and merely
‘cresting upon the outer planking, instead of giving support to it.
«< Now, it must be very evident that ships, so constructed, can by no
«means possess equal strength with those that have the whole of
‘‘ their timbers formed into frames or arches.
‘« This loose practice is, I believe, peculiar to the English mer-
‘* chant ship-builder ; and indeed was pursued till very lately even
«in His Majesty’s Navy, while the preferable system of connecting
‘¢ the ribs was common to other maritime powers.
« The principle of uniting the frames, lately introduced in the
‘construction of English ships of war, might, no doubt, be also
«introduced into the mercantile navy; which would give to the
«« ships in that employ additional strength and increased durability,
«« without adding to the expense of building.
* Philosophical Transactions for the year 1820.
54 DIAGONAL METHODS
‘¢ But the present mode of joining together the several pieces of
‘the same rib, is also highly objectionable. It is done by the
‘introduction of a third piece, technically termed a chock or wedge
*« miece, (Pl. M., Fig. 1., marked A,) of which pieces the number
‘* amounts to upwards of 450 in a 74 gun ship, and not less than that
‘number in an Indiaman of 1,200 tons: (to which class of ships the
‘*‘ drawings in this statement have reference.) Of these chocks not
‘‘one in a hundred is ever replaced in the general repair of a
‘ship; for they are not only found defective, but very generally
‘to have communicated their own decay to the timbers to which
‘they are attached. Besides this, the grain of the rib-pieces
‘“ being much cut, to give them the curvature required, has a con-
‘siderable share in weakening the general fabric. That they
‘* occasion a great consumption of materials, is obvious, as the ends
‘‘ of the two rib-pieces must first be cut away, and then be replaced
«« by the chock.
«This mode of putting together the frame, is also peculiar to the
‘¢ English ship-builder; and I find, from an old work in my pos-
‘*‘ session, dedicated to Grorce the First, that the practice: was
‘introduced in the construction of English ships about the year
‘© 1714; and having heard that so unfriendly to it was the builder
«¢ (Mr. Nats) of the Royal William, that he refused to adopt it;
‘and being desirous of ascertaining the fact, when that ship was
‘taken to pieces at Portsmouth, in 1813, I found that she was built
‘** without the wedge pieces or chocks, to which, in a certain degree,
‘© ascribe her strength and durability; her ribs being by her
‘structure less grain-cut, and for want of chocks, less liable to
** decay in those parts where they are inserted.
OF BUILDING SHIPS. 55
* The introduction of chocks, was no doubt to procure that cur-
*‘vature which is so necessary in the formation of a ship, when
« crooked or compass timber became scarce; as may be seen by
« Pl. M., Fig. 2., which describes the shape of a piece of timber in
“the converted form; and by which it will also be seen, that the
* introduction of the chocks assists in obtaining the required curve.
*« But this curve may equally be obtained by a different combination
‘of materials, and at a considerable less consumption of useful
“© timber.
«The frames of a mercantile ship (on the present mode of
« building) before they are placed and united to each other, may be
«seen in Pl. M., Fig. 3, with their chocks or wedge-pieces. To
“the evils already stated of the present practice, may be added
‘«< that of imperfect workmanship, so that the surfaces of the chocks
‘are seldom in contact with those of the timbers; and the ends of
“ both are frequently reduced so thin, as to split by the fastenings
“that are necessary to secure the planks to the ribs; and thus the
‘ship, in the event of grounding, or even in the act of rolling,
‘‘ derives little support from timbers united only, in fact, by two
“narrow edges. |
«: Another great defect arising out of the present plan of con-
“‘ structing mercantile ships is, that the ends of the lower ribs or
*“ timbers, commonly termed the lower futtocks, (Pl. M., Fig. 3. B,)
“are not continued across the keel C, so that no support is given
‘‘ in a transverse direction when the ship touches the ground; nor
‘any aid to counteract the constant pressure of the mast. This
“ ereat sacrifice of strength and safety is made for no other purpose
‘‘ than that of giving a passage for the water to the pumps.
56 DIAGONAL METHODS
Lal
*
a
*
al
ca
“The floor timbers, which by this mode of construction are the
only timbers that cross the keel, are also weakened for the same
purpose, as shown at D, Pl. M., Fig. 3. This mode also makes
the conveyance of the water very uncertain, for the passage is not
unfrequently choaked ; and the pumps (from its not being prac-
ticable to continue them sufficiently down) always leave from six
to eight inches of water in the ship; so that these compartments
constantly contain a certain quantity of putrid bilge water,
offensive and injurious to the health of those on board.
‘¢ The deficiency of strength causes also an alarming insecurity
in the plank of the bottom, as shown at E, Pl. M., Fig. 3., termed
the garboard strake ; which consequently, has no other fastening to
the general fabric, than its connexion with the keel at F, Pl. M.,
Fig. 3., and a slight security at G. Pl. M., Fig. 3.: hence it is ob-
vious, that in the event of the keel being disturbed, the garboard
strake, from its being attached to it, must share the same fate as the
‘‘ keel, and in that case the loss of the vessel would be inevitable.
.
*
«To obviate these serious defects, is the principal object of this
paper.
«« The principle I would recommend is explained in Pl. N., Fig. 4.,
by which it will be seen, that the component parts of each rib are
of shorter lengths and less curvature, and consequently less grain-
cut; that they are more firm and solid by the substitution of coaks
or dowels, for chocks or wedge-pieces; and that the mode of con-
necting the lower timbers is better adapted, in the event of a ship
grounding, to give support and strength to the fabric, as will appear
by the line marked H.
The plan of connecting the ends of the timbers by circular dowels
OF BUILDING SHIPS. 57
** or coaks (as at I,) is simply that which has, from time immemorial,
** been practised to unite the fellies of carriage wheels.
« [ was prompted to attempt the introduction of the plan of building
‘« ships of war with small timber united, as before mentioned, from a
** conviction, that a well combined number of small timbers, might be
«made equal, if not superior, both in strength and economy, to the
** large, overgrown, and frequently grain-cut materials, made use of in
** constructing the frames of large ships; and the result has shown the
‘* correctness of the principle; the adoption of which cannot fail to
“* prove of great national advantage, in the application of sloop timber
Lal
Cal
to the building of frigates, and of frigate timber to ships of the line,
Lal
“a
whenever larger timber cannot be procured. On this principle also,
n
*
may frigates and small ships of war, or merchant vessels, be built of
Nn
Cay
straight fir, without the assistance of oak or elm*, which were for-
««merly employed to give the necessary curvature of the sides. As it
‘< respects the general safety of the ship, it will be seen, by Fig. 4 and
«° 5, Pl. N. and O., that the timbers uniformly cross the keel; that the
‘«‘ frame of the ship is filled so as to form one compact body to the
« height marked K.; and that only certain internal strakes of plank,
** or thickstuff, as it is termed, are introduced, which are those on the
“joints of the timbers, for the purpose of giving strength where
* every alternate timber necessarily joins, as shown at L(PI.O). All
“ the rest of the inner planking may be omitted; and dunnage bat-
« tens, brought in a perpendicular direction, upon the timbers between
‘the plank, as shewn at M, forming regular spaces between each,
* This has recently been carried into effect in His Majesty’s ship Niemen, of
28 guns, built in Woolwich Yard of fir.
o.1K,
58 DIAGONAL METHODS
‘‘as is usual at present wpon the plank; thereby giving an increase
‘‘of stowage in proportion to the thickness of the plank omitted.
‘«* Water-courses, as shown by dotted lines at N, are to be left in the
«joints of the timber under the plank, for the purpose of conveying
«the water to the pumps; which, by this plan, will reach below the
‘‘ water, instead of being some inches above, as is the case with the
«present mode, before described; consequently, by the proposed
“system, no stagnant water will remain; and farther, the limber
‘“‘ passage, Or water-course, will be one smooth, uniform channel,
‘‘ which can be cleared with ease, should it be required, whenever
“the hold is unstowed; whereas at present it is inaccessible in
‘“‘ places, and forms compartments for putrid water, without there
“* being any means of removing it.
«It is obvious, that a ship on the principle I have here recom-
«‘mended, may sustain the loss of certain planks of the bottom, and
‘‘ also the keel, (which has frequently been found to have happened
‘to ships of war on their being taken into dock,) and still reach the
‘‘ place of her destination; when the loss of either, would be the
‘¢ destruction of a ship built on the present mode. It will be evident
“also, that a ship constructed as now recommended, possesses
‘greater stowage, and more space for leakage, than by the old
« plan; by the omission of the useless inner planking, and by laying
‘‘ the kentlage on dunnage, leaving a space for the water, which was
‘* formerly occupied by the inner lining. This dunnage in the bilge
‘‘ may be formed with the iron kentlage, and thereby serve as ballast,
‘‘ for which it is well calculated from its situation; and by its occu-
‘‘ pying a space heretofore forming part of the fabric of the ship,
‘s will give an increase of stowage, as before stated.
OF BUILDING SHIPS. 59
«* The best mode of closing the openings between the timbers, is
** by filling the intermediate spaces with pieces of wood, about three
‘inches in depth, of such lengths as the inferior conversions will
“supply, abundance of which may be procured from the offal.
‘* These fillings are to be well caulked, after which the exterior
‘plank is to be brought on. When the works are going on within
“board, similar pieces are to be fitted internally, and afterwards
‘taken out for the purpose of filling the spaces between the pieces
“‘ so fitted, with a mixture of Parxer’s Roman cement and drift sand,
‘s in the following proportions, wiz.:
«« Parker’s Roman cement,
“<iDviftpandoeresy Qi) a
*‘ previously paying the opening well with coal tar. Where there
oof eto
‘is sufficient space a brick, or part of one, may be introduced, pro-
*‘ vided there is room for cement between it and the timbers. When
‘© filled in to within about two inches of the surface of the frame, the
*‘ pieces of three inches already fitted and taken out, are to be well
‘«¢ driven in and caulked, and by so doing no space will be left un-
* occupied. If considered desirable, these pieces may be driven
** below the surface of the timber, thereby leaving water-courses to
‘convey the leakage to the pumps in channels. And prior to
“launching or undocking of ships, built on the principle I have
** recommended, it has been the practice to inject the part filled in
«‘ with mineral tar, by means of a simple forcing pump, boring holes
‘in the joints of the timbers for the introduction of the pipe*. By
* This plan of injecting with coal tar, can only be followed in ships whose
cargoes are of such a nature, as not to be liable to injury from the effluvia which
arises from that article, when used in its raw state. It is now, however, the practice
in His Majesty’s service, to fix the tar upon the timbers of ships, by a mixture
ica
60 DIAGONAL METHODS
‘«‘ following this method, the air will be excluded, which, as: ex-
‘‘ perience has shown, tends much to the durability of the fabric.
«« If what is here recommended be attended to, and mercantile ships
‘«‘ were built under roofs, as ships of war now are, durability would
‘‘be obtained in addition to safety, from the mode of their con-
‘* struction.
«The beams are to be attached to the sides, as shown at O,
« Pl. N, Fig. 5, rendering wood knees unnecessary, and requiring
“ only a small number of those of iron.
«« Plate P, marked P, describes the old principle of framing the
‘* stern with transoms. Q, the new principle, with timbers similar
“to the bow, omitting, the transoms below the wing or upper
“ transom ; and by introducing the new principle on which the floors
‘are made, the necessity of using valuable compass, or crooked
« timber, hitherto required, and with difficulty procured for these
“purposes, is avoided. Uniform support will thus be given, and
‘‘ also an increase of room for stowage.
«‘In large mercantile ships above 500 tons, I would recommend
that plate-iron be laid diagonally, as shown in Pl. O, marked O.
‘«The principle now recommended will cause a decrease in the
‘‘consumption of materials, and the difficulty of procuring the
‘“‘ necessary curvature will be obviated. It also affords protection
(by measure) of two thirds of coal-tar and one third of slacked lime, which, by chemical
affinity, readily unites with the tar, and this hardens shortly after it has been mixed.
Whiting well dried and finely pulverized, mixed with linseed oil, in the proportions
(by measure) of three-fifths of the former, and two-fifths of the latter, is an excellent
substitute for the tar and lime, and not liable to the objection which has been advanced
against it; with this, the bread-rooms in His Majesty’s ships are now injected.
pe %:
OF BUILDING SHIPS. 61
‘‘ from worms externally, and vermin internally. Leaks may be
‘“‘ more easily discovered and stopped than by the old method; and
‘in point of additional strength, there can be no doubt.”
In adopting the plan of the diagonal braces and trusses in some
merchant ships, an incorrect disposition of the materials has taken
place, by laying the longer pieces in a direction to act as trusses,
and the shorter ones as braces. This has been done from the notion
that, as the greater proportion of the cargo is placed in midships,
the weight thereof being so much more than that of the water dis-
placed, those ships have a tendency to sag, or in other words, for
their extremities to rise and their midship bodies to depress, an
alteration in figure the very reverse of which is found to be the case
in ships of war. The reasoning would be correct if the ships were
constantly at rest in still water; but as this is not the case, being
subjected at sea to the motions of rising and pitching, or leaving
their extremities unsupported, while their midship bodies are water-
borne, the same effects, of arching or hogging, constantly take place,
as are found in ships of war built after the old methods.
The laying then of the diagonal framing in the direction practised
in ships of war, and pointed out in the preceding part of this Ap-
pendix, is a consideration of primary importance.
It would appear that the method of a diagonal framing, as for-
merly introduced in the frigates of 60 guns, is admirably adapted for
the ships belonging to the East India Company; no loss of stowage
would be experienced, and great strength, with safety to the mariners
and cargo, would be gained thereby. For, when we examine the East
India Company’s ships of the largest class, built according to their
present methods, as it respects the forms of their bodies below the
62 DIAGONAL METHODS OF BUILDING SHIPS.
line of fluitation, the relative proportions of breadth to length, and
above all, the method of forming the water-course by the floors, we
nust pronounce them to be in every respect unsafe, and ill adapted
‘or any other purpose than that of carrying at a great sea-risk, a
arge cargo with comparatively small tonnage, and this advantage
arises only from the present faulty and imperfect method of casting
the tonnage of ships. Notwithstanding the constant loss of these
ships, yet experience so dearly bought has not tended in any way to
change established custom.
The fact, that if an East India ship go ashore in bad weather, she
often breaks her floors, and generally fills with water, has not been
sufficient to work any change against deep-rooted prejudices. But
it is to be hoped that, as the insecurity of the bottoms of these ships
becomes more generally known, the voice of reason, and indeed of
humanity, will not be raised in vain.
FINTIS,
LONDON:
PRINTED BY W. CLOWES,
Northumberland-court.
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